However, unless general aviation pilots decided to go a step further and equip their aircraft for ADS-B In, their flight deck situational awareness was little improved.
My epiphany on this subject of ADS-B occurred a couple of years earlier. I had flown our university fleet equipped with ADS-B In since 2003, but my pocketbook dictated the lower-cost Out option for our personal ride. Then, my attitude changed. Climbing east out of Montgomery-Gibbs Executive Airport (KMYF) in downtown San Diego, I switched from tower frequency to approach control and immediately heard the collision alarm ringing in the background.

Bringing my eyes smartly up from the BendixKing KX-155 radio face, I was greeted by the sight of a Cessna twin in my windshield. We were offset slightly, and each banked hard away from the other, but the passage was close enough to read the N-number without much difficulty.

For those unfamiliar with this particular patch of airspace, traffic heading both east and west encounters a shallow band of uncontrolled airspace between the top of the Gillespie Field (KSEE) 2,400-foot Class D airspace, located a few miles west of Montgomery-Gibbs, and the 4,800-foot floor of the San Diego Class B. Nearly all traffic in this little piece of sky is either climbing or descending, so cardinal altitudes are not much help. I had a long time to think about that close call on the two-hour flight back to Prescott, Arizona, and decided right then and there that we would find the extra bucks to go for the whole enchilada, ADS-B In. I have not regretted that decision.

• READ MORE: A Short Flight Home Takes A Heart-Stopping Detour

ADS-B In, Out, or Both?

When I decided to break the piggy bank and install ADS-B In, the cost was fairly significant. And with an FAA mandate approaching, discounts were hard to come by. Today, the opportunities for ADS-B In and Out installations are much more affordable. Additionally, portable ADS-B In solutions are available that data link to your iPad. However, not all ADS-B systems are created equally.

Above 18,000 feet, and generally around the world at all altitudes, 1090 MHz ES (extended squitter) rules the roost. However, in the U.S., below Class A airspace, 978 MHz UAT (universal access transceiver) is preferred. Most transponders have both, but some portables may, or may not. UAT allows the ADS-B In user to obtain flight information services (FIS-B) for weather and useful flight information, and traffic information services (TIS-B). TIS-B provides non-ADS-B radar target information from local ATC radars through the ADS-B ground stations.

The moral of this story is that it is up to each pilot to fully understand what information and protections their particular ADS-B In system provides.

‘O Canada’

Once across our northern border, the FIS-B and TIS-B services provided by the U.S. 978 MHz UAT are no longer available. And while the FAA remains committed to its ground-based system, Nav Canada is rapidly converting to satellite-based ADS-B. Pilots flying in Canadian Class A airspace after August 10, 2023, are required to have antenna diversity. This is a fancy term for an additional antenna on top of the airplane.

The satellite-based ADS-B mandate extends to Class B airspace in May 2024, and likely to the rest of Class C, D, and E airspace in the 2026 to 2028 time frame. Some lower-cost ADS-B Out solutions already meet that requirement, especially those mounted on wing and tail beacon sockets. However, many legacy ADS-B In solutions will require an additional antenna, and some systems may not support antenna diversity at all. All good things to know if you are flying north to enjoy the amazing Canadian hospitality.

ADS-B Under VFR

For the record, in the VFR environment, the “Mark One Eyeball” mode is still king. However, in this see-and-avoid environment, ADS-B really shines. GA aircraft are pretty hard to see more than a couple miles away. If the lighting and contrast are just right, our little planes might be visible from 4 to 5 miles away, but that is the exception to the rule.

Once the sun sets, visibility is much better, especially on clear nights with landing, strobe, and position lights on. However, at night long-range depth perception can be a problem. A 10-mile distant target can appear close, and vice versa. Day or night, ADS-B In makes it easier to correlate the range to the target and find the perfect quiet spot in the practice area, 15 miles ahead. However, ADS-B In is only a tool, and a thorough visual scan is critical. Outside of controlled airspace, some aircraft have ADS-B In, some ADS-B Out, and some have nothing at all. So, relying on the ADS-B traffic display to separate us 100 percent of the time is unwise.

ADS-B is also very useful when approaching a nontowered or Class D airport. Ten miles out, ADS-B In is a great planning tool to identify who is in the pattern, who is approaching the airport, and where we might sequence in. Once we get closer, the transition to visual separation and reliance on the aural warnings provided by the ADS-B In system become the better option.

ADS-B Under IFR

ADS-B presents your aircraft differently on the radar controller’s scope. Traditionally, radar targets update every six seconds for approach control and every 12 seconds for an en route display. ADS-B targets update every second, so controllers see them move smoothly across the screen. In the en route environment, this allows radar controllers to reduce separation from 5 nm to 3 nm. On the other hand, with ADS-B In targets fed into our flight deck display, it can be mighty tempting to “help out” the air traffic controller.

Resist this temptation to assist by quietly changing speed or direction. Self-separation is not allowed in the IFR environment. However, if a pilot sees that they are losing separation with other traffic, or that a change in their clearance might help smooth out the traffic flow, the controller will welcome the call, issue updated instructions, or explain why not.

All Towers Are Not Equal

Federal ATC towers are most often equipped with the same ADS-B, and primary and secondary radar found in the approach control. However, some FAA contract towers are not, so following their instructions to the letter, keeping your eyes out the window, and monitoring the ADS-B In display is a great backup to ensure safe separation.

“What we’ve got here is a failure to communicate.”—Cool Hand Luke

Gone are the days of “Tally Ho,” climb to “Angels 15,” and, even more recently, “Taxi into position and hold.” These “Battle of Britain” holdovers sound great but did not make it into the pilot/controller glossary. However, when we hear pilots identify traffic on ADS-B, it often sounds like, “got it on the fish finder,” “gadget,” or “gizmo.”

Maybe we should just call it what it is, ADS-B, and remember that “visual contact” is still the gold standard.

The Leap from Out to In

Four years after the ADS-B mandate, the options for both ADS-B In and Out are plentiful, and we are all still finding ways to use it. ATC has embraced the technology, and the pilots flying in the system are pleased with the increased situational awareness and safety provided. The leap from ADS-B Out to ADS-B In is particularly startling. Every pilot I have interviewed has been amazed at just how much traffic they had been missing. Maybe that has been your experience as well.

Fly safe and keep a sharp eye out for traffic!

Editor’s Note: This story originally appeared in the JAN/FEB 2024 issue of Plane & Pilot magazine.

The post Pro Tips for Private Pilots: ADS-B, Are You ‘In’ or ‘Out’? appeared first on Plane & Pilot Magazine.

For the pilot comfortable with basic mechanical tasks and aware of the rules and regulations, this can save time and money. Beyond that, performing basic tasks helps us learn what makes these little birds tick.

In years past, professional pilots spent a significant part of training learning about their airplanes’ inner workings. U.S. Air Force aircraft systems training focused on how each system operated, its location, required pressures, temperatures, and voltages. The training included a field trip to the airplane, usually led by a bright, young maintenance technician who got into the nitty-gritty of how everything worked—and might fail. Each pilot had an opportunity to get their hands greasy, ask questions, and visualize how the jet worked.

The best part of this experience was watching and learning from the amazing airmen and sergeants who maintained these aircraft. Watching how they approached their jobs with skill, patience, and the ever-available technical order as a guide set the example for how quality aircraft maintenance should be performed.

Today, the airframe and powerplant (A&P) field faces a severe staffing shortfall. As a result, your local aviation inspector or mechanic may gladly share with you the proper way to maintain your airplane. And if you are handy and want to get your hands dirty, you could save a few dollars and free up the A&P for more complex jobs. Consulting an expert before you turn a wrench is well worth the time.

So, where do we start?

Step 1: Check Rules and Regulations

The first step is learning what is legal and what is not. Appendix A to Part 43 provides the basic list of 31 tasks (29 tasks if a hot-air balloon is not in your hangar) that an owner-operator may perform. Advisory Circular 43-12A provides additional guidance on applicable do’s and don’ts.

The tasks listed in Part 43 range from simple items such as replacing bulbs, updating databases, and troubleshooting landing light wiring, to more complex items like changing the tires, oil and filter, or servicing hydraulic struts. Some exotic items include replacing side windows, prefabricated fuel lines, and hoses, not including hydraulic lines. Some of these would seem to require a level of expertise beyond what the basic home mechanic might want to attempt. Decide which of these tasks you want to tackle and which are better left to professionals. To answer this question, let’s ask our local A&P for help.

Step 2: Consult Your A&P

Before you open the cowling, it’s a good idea to talk with your A&P and assess the task you want to perform and your basic mechanical skills. For example, if the job is changing an airplane tire for the first time, ask if you can watch them do it on a similar airplane. Unlike cars, airplane tires come complete with inner tubes.

These require careful installation and application of a dry lubricant to prevent pinching. Most GA tires have marks indicating where the tire should be located regarding the valve stem. And, let’s face it, jacking up an airplane is not like jacking up a car. Watching your mechanic and asking questions is a great way to spend an afternoon, and it might help you get the job done right the first time. You may also decide this chore is better left to the A&P—that’s OK too.

• READ MORE: What Does it Take To Become an A&P?

Important safety tip: YouTube provides a trendy way to learn about all sorts of maintenance procedures around the house, car, and even changing airplane tires. However, these videos should be taken with a grain of salt. The YouTube presenter may be an expert—but they may not. If you have questions, ask an A&P.

Step 3: Assess Your Tools

Airplanes require specialized tools. An oil change on an automobile requires a drain pan, an oil filter wrench with a belt on the end, and a socket wrench. Add a funnel and a few quarts of oil, and you are home free. Changing the oil on your trusty Cessna 172 will require a hose for the quick drain (if one is installed), containers for the old oil, an oil filter wrench with a six-sided wrench for the nut, preferably with a torque setting, and a set of safety wire pliers. By the way, getting the safety wire just right is both an art and a science, requiring practice.

Don’t forget a filter-cutting tool to inspect for metal. And then there is the matter of where all that oil goes. In most cars, it just drains into the pan. In most tightly cowled GA aircraft, the filter is mounted at a 90-degree angle to the ground against the firewall. If you fail to catch the oil, it will find its way into every nook and cranny of the engine compartment, and you will be smelling it for a while. Other tasks require special tools as well.

• READ MORE: 5 Attributes of a Top-Notch Maintenance Provider

All landing gear struts are not created equal. Most Cessna nose struts can be inflated with a simple air or nitrogen line (nitrogen is preferred). However, more than a few Piper owners have discovered that once they deflate their main struts to add hydraulic fluid, they need a specialized pump attached to the air or nitrogen line. Each time you move the slide on the pump, the strut inflates a bit. Deflate the strut without a strut pump and it stays deflated. The moral of this story is to find out what specific tools and talents are required before you begin, rather than having to ask the mechanic to rescue you after the fact.

Step 4: Check Your Parts

Airplane parts must be FAA/PMA (FAA parts manufacturer approval) approved, except for homebuilt aircraft. While the $25 PAR 36 LED light on Amazon may seem an exact match for your landing light, its place is on your pickup. The $350 FAA/PMA version is required for your certified airplane.

The manufacturer of the FAA PMA part has subjected it to tests for installation on an aircraft. Parts for a homebuilt plane may look identical and cost hundreds of dollars less, but they are not legal for your type-certificated Cessna, Piper, or Cirrus.

Step 5: Aluminum vs. Steel

Airplanes are constructed of light but strong materials. The aluminum in the cowlings, wings, and fuselage is designed to sustain significant structural loads. However, when a stainless steel screw is overtightened in an aluminum surface, the opportunity to strip the screw threads looms large. Spark plugs are the number one offender on this list. Overtightening or cross-threading a steel spark plug in an aluminum cylinder head is an expensive mistake. Additionally, steel and aluminum behave differently under heating, so an anti-seize compound is applied to keep the two metals from binding and making removal a problem.

Spark plugs, oil filters, and other items come complete with specific torque values to help us find the sweet spot between too loose and the dreaded stripped-thread scenario. Tighten these with care.

Step 6: Logbook and Test Flight

Once the preventive maintenance is complete, a suitable airframe and/or engine logbook entry is required. Your A&P can help you. Your signature and certificate number complete the entry. Before signing, it might be a good idea to consider getting another pilot or mechanic to review your work to ensure you did not miss a step or leave a tool in the airplane.

A short test hop, while not required, makes good sense for many maintenance tasks. However, if you have just spent a long, hot day changing the oil, cleaning spark plugs, or changing a tire, this might not be the best time for a test flight. Go home, get a shower and some chow, and come back in the morning when the air is cool and you are rested. Look for leaks, lost tools, or loose wires, then close the cowling and enjoy the test flight.

The freedom to own and fly our airplanes, and perform preventive maintenance, is really special. Learning what makes our airplanes tick can make us better pilots, save a few bucks, and extend our airplanes’ lives. Spend time with your A&P. Watching these professionals at work, following a few rules of the road, and not being afraid to ask for help will go a long way. And knowing that you performed the work, and took the time to do it properly might make you a more confident, knowledgeable, and competent pilot.

Fly safe!

Editor’s note: This story originally appeared in the Nov/Dec 2023 issue of Plane & Pilot magazine. 

The post Pro Tips for Private Pilots: Care for Your Airplane appeared first on Plane & Pilot Magazine.

Working on airplanes is like the Wild West sometimes. You have the good, the bad, and the ugly. Here are the top five attributes that should indicate your mechanic or shop is operating in the green:

Certifications

In the 1989 movie Parenthood, Keanu Reeves’ character states you need a license to buy a dog, drive a car, and even catch a fish. Guess what else you need a license for? If you said work on an airplane, you would be wrong. 

You need a license to return an airplane to service. Are individuals certified airframe and powerplant (A&P) mechanics? If you are inquiring about a maintenance repair and overhaul (MRO), are they CFR Part 145 certified? 

Stick with certified mechanics and shops. Just because someone’s cousin has a sick Chevelle and could change your Mooney’s oil doesn’t mean you should let them.

Tools and Equipment

Tools and shop equipment are the mechanisms by which we aircraft mechanics ply our trade. Are the  tools calibrated? Like a surgeon’s scalpel, we rely on the precision of our measuring instruments, the integrity of the torque wrench, and the sweet sound of the one-quarter-inch SK ratchet clicking through its turn. 

Airplanes are notorious for tight turn radius, and the SK version was second to none. For top-notchers, it is all about performance, not the show.

Technical Publications

Just like a pop quiz, if an inspector casually inquires about the airspeed velocity of an unladen swallow, the proper thing to do is puff up one’s chest and spout the answer in a good voice, right?

Wrong.

I have mentioned my ex-partner from the engine shop and his propensity to drop some knowledge on anyone who crossed his path—especially the FAA. It finally got to the point where I coached my crew to answer, regardless of the question, with this phrase: “Whatever the latest revision of the manual states.” 

I once had a primary maintenance inspector (PMI) advise me to stamp any printed material “FOR REFERENCE ONLY” in big red letters. His rationale was that the manual could have changed while we walked from the office to the shop.

I know this seems a bit like overkill, but there is truth in the sacred texts. It amazes me the number of mechanics I encounter who call the parts dealer with no clue as to the part number of their line replaceable unit (LRU). Ensure the facility you use is up to date and has the content library for your make and model.

Safety

Have you ever tried to pull over and check under the hood at 9,000 feet? That’s tough to do. Of course, no one is perfect, and accidents happen, but at what severity and frequency? 

Do a little homework on the shop or mechanic you are considering. Have they been cited by the FAA for naughty behavior? Remember, it’s all fun and games until someone gets their name in the newspaper.

Culture

The previous points are fairly straightforward. Is the entity certified? With a little due diligence, one can ascertain if the tooling is in order, technical publications accessible, and everyone has a clean record. 

What you truly need to understand is the culture. Specifically, are the employees empowered to speak up if something is wrong? In the case of a sole proprietor, is he or she the type of person to come clean and be honest with you?

We had a standing rule at my 145 engine shop. If you drop a tool in an engine and you raise your hand in confession, nothing bad will happen to you. It might be a long weekend, and no one is going fishing on Saturday, but zero disciplinary action would come down on you. What would happen is called a safety stand-down, Everyone stops what they are doing, and we go after the tool/part/foreign object debris. 

Have you ever heard the phrase “trust your instincts?” Well, it applies in this case as well. The best piece of advice I will give you—and I cannot stress this enough—is to spend some time on-site. Visit the shop several times if you can. Go unannounced and see how the staff react. I once knew a shop where, upon first sight of a dark late model Ford, the employees would scatter to the wind—all of them. For the record, I do not recommend that shop to my clients.

You will notice I didn’t mention how long it has been in business. Experience matters, but only competent experience. There are some working in the industry that are doing it wrong and have been for years. Stick with the professionals. 

Editor’s Note: This article first appeared on Flying.

The post 5 Attributes of a Top-Notch Maintenance Provider appeared first on Plane & Pilot Magazine.

If the paint on your airplane is duller than a roomful of mathematicians, then maybe it’s time to think about getting some new feathers for your bird with a professional paint job to restore your aircraft to its, as Bruce Springsteen once sang, glory days.

So as not to let it pass you by, let’s look at what it really takes to make the right decision to repaint your airplane. While it will help to have a few zeros to the left of the decimal point in your checking account, there are some other considerations other than cost that you need to keep in mind as you decide about getting your bird repainted.

First, does your aircraft need a new paint job, or will a professional detail restore the lost luster? That may be a question for a specialist to determine—but certainly worth investigating, as a pro detail will cost much less than a full repaint. Generally speaking, if there is enough base paint available, which can be determined by a paint thickness measurement test tool, then paint correction by way of detailing and refinishing can be a viable alternative. (See Detailing Your Plane.)

However, while detailing can remove visible and hidden contaminants from the exterior finish, there will be some circumstances where you may need to consider a full repaint. This will commonly be the case for those aircraft that have spent their entire decades in the hot South or Southwest sun, as they may not have enough base paint available for detailing.

While you may have considered vinyl wraps or decals as a viable, lower-cost option to repainting, vinyl wraps do not mix well on aircraft. The manufacturer may limit where vinyl can be placed on composite aircraft so that it does not interfere with critical safety components, such as the Cirrus Airframe Parachute System (CAPS)deployment area on Cirrus aircraft.

In addition, the inherent characteristic of vinyl is that of a static generator. Any large area on an aircraft (think wings) that generates copious amounts of static electricity with a vinyl wrap will potentially create havoc with avionics and navigation equipment. It is simply not a viable alternative other than utilizing vinyl for some pinstriping on the fuselage or for the registration numbers (which would allow for an easy N-number change, if needed).

And for those considering vinyl for your aluminum-skinned aircraft like Cessnas or Pipers, you may also want to reconsider that option. Vinyl wraps on aircraft with rivets will make for a near-impossible task to create a smooth, shiny, clean finish. If you have ever attempted to hang wallpaper or “contact paper,” you fully understand that challenge. Therefore, for owners who might like to modernize the paint scheme or want to restore their old bird’s luster and shine, a repaint is likely the best option.

But as Captain Obvious would state, the general aviation fleet is aging, and, likely, your plane is too, unless your aircraft has undergone a recent refinish or repaint. When looking at your airplane, if it seems as faded as a view through cataracts, milky with vague wisps of misty strands, then it’s probably time to start the repaint process.

So, let’s look at the fine points of aircraft repainting and see if you can restore the shine you once had and return your bragging rights to the tarmac with fresh paint. 

Whether a conventional aluminum airframe or one of the composites, having your bird repainted starts with assessing several factors. According to Ross Robillard from Midwest Aircraft Refinishing in Hibbing, Minnesota, paint not only covers the aircraft, it also protects it. A tired, weathered exterior simply does not preserve the airplane as well as a fresh coat of paint. In addition to looking great, new paint also will protect the integrity of the airframe better. And what better time to design an updated paint scheme that will instantly transform your tired, old aircraft into one that would be difficult to discern from new? It’s basically a face-lift for your airplane.

When calling around paint shops specializing in aircraft repainting, one thing to consider is how long it will take to get yours scheduled. While you may think a short lead time would be a positive indicator, that may not necessarily be true.

Jaime Steel, who has operated an aircraft paint shop at Steel Aviation in Phillipsburg, Ohio, for many years, told Plane & Pilot that she is now scheduling well into 2025 for complete repaints. Since prepping and painting an aircraft represents a tedious, complex process that takes up to six weeks, don’t expect a short lead time for a reservation from any reputable shop.

Also, most industry experts agree that prospective customers should ask about the type of paint booth the shop uses. Most recommend avoiding downdraft paint booths, as those tend to stir up more dust and dirt while painting compared to the cross-flow types that generate minimal contaminants, especially when used with radiant heat.

It also goes without saying that you want an experienced technician to prep and paint, as well as a shop specializing in the type of aircraft you own. There is a dramatic difference when preparing and painting an aluminum-skinned bird compared to a composite aircraft. In fact, the prep time for an aluminum aircraft takes far longer since all the existing paint needs to be stripped off, along with any sheet metal or fiberglass repair, before painting. Any corrosion also needs to be mitigated prior to painting. Even composite aircraft, such as a Cirrus, have aluminum flight controls, so careful consideration is required to remove any corrosion during the flight control painting process. Since composite aircraft can’t utilize the harsh chemicals of a paint stripper, which would damage the resin in the fiberglass skin, the existing paint will require sanding in a tedious process utilizing 4-inch sanding blocks. Because of this it can be argued that the technician’s skill in prepping a composite airplane requires more finesse than the chemical stripping of an aluminum aircraft. In either case, the labor to design, prepare, paint, and complete the project will roughly take the same amount of effort in labor hours, no matter if it’s an aircraft of aluminum or composite construction.

• READ MORE: Upgrade Your Plane!

Whether your choice of paint shop uses an in-house designer or enlists the services of a third-party graphic design company to assist in your new color scheme, the fun begins once your aircraft is scheduled on the calendar and your deposit is made to begin the repaint journey.

Most design studios, such as Maverick Aircraft Design in Bandera, Texas, will start the process with a conversation to determine if you have anything in mind for your updated paint scheme. You may have seen an aircraft with a complex, unique scheme that sent you into the stratosphere. Or perhaps you want a simple, updated, and fresh design to accompany your new paint. Do you want something more linear, curved, or straight-edged? Or maybe you are like many of us and couldn’t design a stick figure if your life depended on it. Don’t despair. Your graphic designer will develop multiple variations based on the aircraft type, expertise, and information provided.

A discussion will ensue that goes over the base covering, colors, and any limitations for what’s approved by the aircraft manufacturer. Most notably, composite aircraft must have approved paints and colors for the wings and fuselage, and tolerant measurements for painting behind the cowl owing to the bond seams of the composite material. Needless to say, this is not your dad’s paint job on his 1963 Chevy.

Cirrus and other composite aircraft manufacturers do not recommend finishing the project with a ceramic coating, as it may cause a buildup of static electricity in flight that could cause avionics and communications issues.

To avoid disappointment, the designer will provide you with a rendering of what the airplane will look like once completed before any work begins. In fact, most professional renderings will be spot on, not only on the design itself but the color schemes that will be utilized, again based on your desires. Oh, the luxury of modern technology.

Moreover, most aircraft owners have at least 90 days to rework the design and approve the final rendering before the painting commences. Whether the design studio is in-house or outsourced, this timeline is generally an industry standard practice.

The cost of admission? You can expect an estimated price from a reputable aircraft paint shop from start to finish (assuming no sheet metal or fiberglass work) on most single-engine piston, four-place aircraft to be in the mid-$30,000s for a basic but nice repaint job.

More complex paint schemes and larger aircraft will likely increase your investment up to the $50,000 range. Your mileage may vary.

However, considering this investment will provide benefits for years to come, including better protection of your airframe, higher resale value, along with a potential slight increase in cruise speed of 2 knots or so (hey, every knot counts), and, last but not least, bragging rights for having a bird on the ramp that elicits oohs and aahs—well, that’s priceless. Isn’t it time to give that FBO cat something to purr about?

Editor’s Note: This story originally appeared in the October 2023 issue of Plane & Pilot magazine. 

The post New Feathers appeared first on Plane & Pilot Magazine.

We recently dropped in at the McFarlane Aviation complex near Baldwin City, Kansas, to see what goes on there, expecting little more than a ramshackle set of old buildings beside Vinland Valley Aerodrome (K64), located out in the country 4 miles north of the town of about 5,000 residents. Our first surprise was the sheer beauty of the place. As the name implies, the tree-shrouded valley is a far cry from flat, arid Kansas wheat country. This is the eastern part of the state, with rolling hills where well-watered streams and oil-field pumps are found all over the farmland.

A public-use, privately owned facility, Vinland Valley offers 3,000 feet of manicured grass, with the usual assortment of hangars alongside. But the adjacent industrial buildings of McFarlane Aviation are as modern as you’ll find anywhere, with 150 employees working in more than 100,000 square feet of space, busily cranking out the replacement widgets airplanes need to maintain airworthiness.

Taking the Tour

We were shown around the sprawling set of interconnected buildings by business development manager John Cowan, who gave us a progressive tour outlining the firm’s growth over the years. Founder Dave McFarlane and his partner, Fred McClenahan, planned well, just like their approach to making aftermarket parts: Do it better; don’t just duplicate.

Buildings A and B have now been linked to Buildings C, D, and E, and the company has plenty of space and vision for more to follow. Although now retired, McFarlane remains active—his home is just 80 feet away from Building B’s front door, and he stops by nearly every day. Full disclosure: We originally came to McFarlane Aviation to buy some D.A.M. (David A. McFarlane) window cleaner, which we were told was a great formulation he created to de-bug windshields, as well as his trademarked brand of aircraft pulley oil and exhaust slip-joint lube.

Turnover of the labor force is relatively low, Cowan said, with many of the workers having decades at McFarlane on their resume. They were eager to show us what they produce and how they use modern machinery and materials to make parts that are better than those initially installed. Sometimes the original components were just products of their time, made before today’s manufacturing techniques existed, and it may have been that their engineering didn’t anticipate that the product would still be in use 40 to 50 years later.

• READ MORE: McFarlane Receives FAA-PMA Nod for Cessna Fuel Selector Valves

By 1990, the partners had given up trying to spray crops, run an airport, and operate an FBO. In 1993 McFarlane began to focus on product development, working with the FAA to gain parts manufacturer approval (PMA) for replacement components that were cheaper and better than OEM stock items—frequently of limited availability, and expensive as well. At first, approvals were slow to obtain owing to lethargic FAA review, but as the agency found McFarlane’s engineering and manufacturing processes to be well-founded, the PMAs became easier to secure. Today, McFarlane holds 2,800 FAA-PMA approvals for replacement parts, with more to follow.

At this point, McFarlane parts are not just aftermarket swap-outs but will often be found in factory-new airplanes. The pushrods and engine controls on piston-engine Cessnas are a McFarlane product, as are the Beechcraft King Air airstair door support cables and all Piper flight control cables. McFarlane also offers custom fabrication service to duplicate some vintage airplane cables and controls that are impossible or difficult to find.

As we were being greeted, Cowan had some examples of McFarlane’s artwork spread out on the conference table, some of which we recognized, while there were others we had no idea were in the product line. There was an improved fuel selector valve for a Cessna 172, a support cable for airstair entrances, a seat rail, replacement door hinges for Cessna singles, and an assortment of vernier engine controls. McFarlane’s current catalog, now being updated, runs to 500 pages in tiny type. Its purpose is for selection and guidance, not pricing, providing a valuable resource for maintenance facilities and restorers.

Scott Still, president of McFarlane Aviation, paused a planning meeting long enough to welcome us and share thoughts about the company. It was obvious that the expansion of the physical plant is far from over. The new Building E, just completed at the time of our visit in early summer, would be filled by year’s end, and more space will be required in the future.

More than Just Making

There are three legs supporting the McFarlane formula for success: design, manufacturing, and distribution. On the distribution side, the company also stocks commonly needed items, such as engine oil and light bulbs, plus it can supply replacement plastic fairings and trim parts. Many specialty suppliers come to McFarlane to get their products into wider distribution. The company claims to be the world’s largest distributor of MT-Propellers props, and it carries items from Whelen Aerospace, AeroLEDs, Tempest Aero, and dozens of other well-known firms.

McFarlane has also purchased some respected aftermarket parts suppliers, such as Airforms, a Wasilla, Alaska, builder of replacement engine baffles. Air-cooled engines require tight baffling for longevity and efficiency, and these oft-neglected parts take a beating over the years. We saw stocks of baffling components during our tour, ready for shipping. Airforms recently announced the availability of PMA baffles for all Cessna 152 configurations, including the 1983 through ‘86 models.

As we began our walking visit from Building B, which was initially filled with administrative offices, we entered the flight controls cable department. Supervisor Dan Wilcox showed us how McFarlane builds flight control cables up to 90 feet long, each one pull-tested to assure integrity. The swagged balls and fittings on the cable ends are attached by special swagging machines, and we were assured the cable would fail before the attached ball would come loose. In the airstair support cable department, we were shown how cushioning silicone is injected underneath the sheath covering. The leather covers of King Air door cables are carefully hand-finished with a baseball-style stitch.

In Building C, erected in 2016, production supervisor Lindsay Hamm proudly showed us how her department builds shimmy dampers, steering bungees and rods, and the all-important steering boots that keep exhaust gases and fumes from an engine fire out of the cockpit. McFarlane’s shimmy damper design is temperature compensating, allowing for fluid inside the cylinder to expand into an internal chamber to avoid stress on seals during temperature changes.

The shipping department is also in Building C, where we were amazed to watch a big automated box cutter whack a custom-size shipping carton out of a sheet of corrugated cardboard, avoiding the wasted cubic inches sometimes incurred by using only standard premade containers. This right-size approach reduces shipping costs, not a small sum for an operation as large as McFarlane.

Small details, like part number tags, are produced with a laser-engraving machine, so that they can remain legible over years of service, which can be important if a replacement is ever needed. Push-pull controls, incorporating metal vernier knobs rather than plastic ones, are stored in relaxed suspension, not tight coils. Over in the custom-cabling division, a pile of ancient push-pull actuators was awaiting duplication. We were told a replacement control could be built in as little as one week if needed for an aircraft on ground (AOG) situation.

Beaded aluminum Cessna-type control surface skins are available from McFarlane, as we could see from a stack of the corrugated pieces. The company does all of its own beading to maintain strict quality control and uniformity. Replacement seat rails, and the accompanying components, are another big item at McFarlane, not just for the Cessna fleet but for others as well. Brownline-style tracks are also in stock.

All photos courtesy Paul Andrews Photography. 

McFarlane, according to Cowan, has four designated airworthiness representatives (DARs) in house, allowing it to furnish required documentation to accompany parts headed for domestic and export customers. In the stockroom, he pointed out another new product line McFarlane now distributes, Barry engine mounts and vibration isolators.

Moving on to the fireproof doorway leading into Building D, we entered a wonderland of CNC and machining where many McFarlane products are brought to life out of bare metal. Tooling is created there for the firm’s other departments, as its in-house manufacturing machinery wears down from constant use. A large alcohol-wash parts cleaner makes sure bare pieces headed for anodizing and powder coating are free of contaminants, a necessary step to assure a flawless coating.

Keeping all this manufacturing going in the age of computerized information requires an instantaneous exchange of data. Cowan pointed out the overhead web of IT network cabling, noting that nothing is on paper, and by every department having access to the latest revision of product “drawings,” everyone is continually working on the same page.

Without the support of PMA suppliers like McFarlane building improved replacements for our fleet of aging airplanes, U.S. and worldwide general aviation could not continue to exist. Nothing lasts forever, despite the best engineering available at the time of an airplane’s construction. It would be sad to see a perfectly flyable aircraft remain grounded for want of a hinge, clevis, or support bracket. Avoiding such situations is what McFarlane does every working day.

Editor’s Note: This story originally appeared in the September 2023 issue of Plane & Pilot magazine. 

The post How McFarlane Aviation Keeps ’Em Flying appeared first on Plane & Pilot Magazine.

Like so many others, we hangar the bird and treat the airplane’s wings, fuselage, and tail feathers to an internal spray corrosion treatment regimen every couple of years. I make sure to fly the airplane no less than once a week, and each time, get the engine up to operating temperature and keep it there for at least 45 minutes.

However, I wondered how I might protect our precious radio stack from the ravages of moisture and salt. 

I have had issues before with humidity and other kinds of electronic gadgets. Over the years, I found that when we left our musical instrument amplifiers idle in a humid environment, the rheostats would corrode at their contact points, resulting in a loud crackling noise when the volume was turned up or down. Thankfully, a little contact cleaner sprayed into the works, and a vigorous rotation of the volume knob usually cleared up the situation. And come to think of it, I had the same experience with the intercom volume and squelch controls on our Cessna.  

• READ MORE: Affordable DIY: Hands-Free Flashlight

Our instrument panel contains the full spectrum of avionics history, from that 30-year-old intercom system and three light marker beacons,  to a couple of venerable King KX 155 NavComs, and more recently a digital transponder, IFR GPS, and autopilot. I noticed that each time I opened the boxes containing these new digital toys, the first thing that fell out was a little pack of silica gel commonly referred to as a desiccant. When these valuable little devices are being shipped, the manufacturers take the time to protect them from excess moisture. At this point my trusty co-owner, co-pilot, and spouse, observed that they made this kind of humidity absorbing desiccant for closets, footlockers, and even entire rooms. A trip to the hardware store was in order!

Full disclosure, what follows is not backed up by any scientific studies, rather is a product of backyard engineering and a little experience. 

Purchase number one consisted of a “closet hanging moisture absorber” designed to hang in your closet next to your clothes and catch the absorbed water. The top of the bag contains the water absorbent material, and the bottom section is a clear plastic bag to catch the water. These come in a variety of sizes and are manufactured by several companies. 

As it turned out, the plastic hook at the top of the dehumidifier was a perfect fit for the polished Cessna control yoke shaft. These come in packages of from three to eight, and usually last a couple weeks during the high humidity season. 

Purchase number two consisted of a bright red plastic bucket. Reading the instructions on the dehumidifier carton, we learned that the water catch bag would not leak, and no other precautions would be required. Having always thought that Murphy’s Law was incredibly optimistic, the $5 bucket seemed a good purchase. The rest was easy. Hang the bag on the passenger side control yoke shaft, place the bucket squarely below the bag on the floor, close the doors and let the magic happen. 

Well, not so fast.

Unless I wanted to dehumidify all of Northeast Florida, it made sense to check the door seals for a good fit, close the fresh air vents, and make sure the cabin was relatively sealed off from the elements.

The unscientific results are in. I have not had a repeat of the intercom system corrosion issues, the bag and bucket are easy to remove and replace before and after each flight, and the bag fills up on schedule as promised. Oh, and the inside of the Cardinal is much drier, and smells even better.

The cost of this unscientific dehumidifier: about $5 a bag plus the bucket. Peace of mind: priceless!  

The post Low-Cost DIY Hangar Projects: Aircraft Cabin Dehumidifier appeared first on Plane & Pilot Magazine.

“Yeah, [I] need to take a day off to work around here,” Rick responded, which was his way of saying he’d put it off indefinitely. He liked tinkering with his airplane and projects, but he just wasn’t as devoted to housekeeping. I hadn’t meant for him to dedicate a whole day, just to work at it continuously.

From a practical standpoint, hangar-keeping is necessary to finding tools, retrieving parts, and minimizing hazards. A clean floor not only looks nice, it facilitates search and recovery. Rick’s standard was fix and fly now, clean up later…much later. A corner of the hangar contained a pile of empty oil bottles, lunch wrappers, and shipping boxes, next to an overflowing trash container, marking his concession to waste management.

I began my journey into aviation life as a hangar rat, poking around open stalls at the airport and offering to sweep out hangars for lunch money. A quarter or 50 cents meant a hamburger, and sometimes my efforts resulted in a ride. The average T-hangar could be given a once-over in 30 minutes at the hands of a diligent teenager, I soon learned.

In the subject case, I debated between a push broom and scoop shovel. Rick was going flying, so I offered to take advantage of the open space and uncover his concrete. As friends, he knew he could trust me to throw away the trash-worthy. Anything usable would be left on the workbench, but the corner detritus was obviously already slated for the community dumpster. “How about I sweep up for ya?” I said, volunteering. “Sure, go for it,” he responded.

With his workaday Cessna gone, I made short work of the trash pile and floor accumulation. I live in a four-ship bay, so my own airplane, always in the back, gets rolled out more expeditiously when my cohabitors are gone. I often take advantage of such an opportunity to advance the state of sanitation. One doesn’t have to move every pallet or lounging couch—any sweeping out is an improvement.

The important focus on hangar-keeping is to use the floor as smooth pavement, not a place for tool storage, air hoses, and extension cords. If you drop a nut or cotter key, it’s a lot easier to find if the floor is clean. Drip pans are a better solution than oil-dry granules or pieces of old cardboard. The finest Snap-on rollaway is no substitute for organization and a strong return policy. A place for everything and everything in its place speeds the workflow when you need a tool. You should know not just which drawer it’s in but which corner of that drawer.

In sport aviation, we are blessed to benefit from the community of like-minded folks, which means sharing space and stuff. Sharing some cleanup work is just part of our membership dues.

The post Don’t Forget Your Hangar Maintenance appeared first on Plane & Pilot Magazine.

The fully equipped GFC 500 autopilot offers a straightforward, lightweight, and cost-effective upgrade path for a wide range of existing GA aircraft. With solid-state attitude and robust self-monitoring capabilities, the GFC 500 provides superior autopilot performance, enhanced reliability, and safety tools similar to those found in the popular GFC 700 autopilot.

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Featuring a user-friendly autopilot mode controller with large, dedicated keys and knobs, as well as a control wheel for easy adjustments to aircraft pitch, airspeed, and vertical speed, the GFC 500 stands out with its Level Mode. This feature returns the aircraft to straight-and-level flight with the push of a dedicated button. Additionally, GFC 500-equipped aircraft may benefit from Garmin Smart Glide, an innovative safety tool automating tasks to reduce pilot workload in the event of engine power loss.

In addition to traditional autopilot features such as altitude hold, vertical speed, and heading modes, the GFC 500 includes advanced capabilities like altitude preselect, VNAV2, underspeed and overspeed protection, allowing pilots to execute various coupled instrument approaches, including LPV, GPS, ILS, VOR, and missed approaches when paired with a compatible Garmin GPS navigator.

As a standard feature, the GFC 500 comes with Garmin Electronic Stability and Protection (ESP), functioning independently of the autopilot. ESP assists the pilot in maintaining a stable flight condition by subtly nudging the aircraft to avoid inadvertent flight attitudes or bank angles while hand-flying.

The GFC 500 autopilot seamlessly integrates with Garmin’s GI 275 or G5 electronic flight instruments. It offers versatility by combining with either a standby GI 275 or G5 electronic flight instrument interfaced to a G500 TXi flight display or a G3X Touch flight display.

Garmin continues to expand its aircraft compatibility list for the GFC 500 autopilot.

The post Garmin GFC 500 Autopilot Receives FAA STC for Beechcraft A35 and B35 Aircraft appeared first on Plane & Pilot Magazine.

The company is reaffirming its commitment to backcountry aviation enthusiasts by extending a $1,000 discount on new Hartzell backcountry aircraft propellers to RAF supporters throughout 2024. This marks the fourth consecutive year of this exclusive offer, showcasing the company’s dedication to fostering adventure in flight and preservation of our precious wilderness airstrips.

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President JJ Frigge said in a release, “We are pleased to be able, once again, to extend this special offer to RAF supporters. In addition to providing these $1,000 discounts on backcountry props, we will contribute $250 directly to the RAF for each propeller sold as a result of this special offer. This is an example of our continuing support for the adventure of flight, and the RAF’s mission to preserve aviation access to the backcountry.”

RAF chairman John McKenna emphasized the significance of this ongoing partnership, saying, “Once again, we are very appreciative of Hartzell’s continued support of the RAF. This relationship is special, and it is a genuine benefit to RAF supporters and a real incentive to becoming a new RAF supporter.”

According to the release, the Hartzell backcountry propellers eligible for the discount include:

• The Voyager—A three-blade aluminum scimitar optimized for the Cessna 180, 182, 185, and 206 models powered by certain Continental 470 engines, and Continental 520 and 550 engines under a recent STC.
• The Pathfinder—A three-blade “Raptor” carbon fiber composite available for the Cubcrafters XCub and Carbon Cub FX, as well as the Glasair Sportsman, American Legend, and several other experimental aircraft.
• The Trailblazer—A two-blade or three-blade carbon fiber composite prop available for various aircraft from American Champion, American Legend, Aviat, Avipro, Cubcrafters, Glasair, Maule, and several other experimental aircraft.

These propellers are designed to maximize performance for backcountry operations, including shorter takeoff rolls and better climb rates.

Founded by a group of pilots 20 years ago, the RAF is dedicated to preserving and improving existing airstrips and creating new public-use recreational airstrips throughout the United States. The nonprofit addresses the national concern about recreational airstrip closure and unifies pilots in protecting public aviation access to areas with recreational opportunities. For each of the sales falling under this deal, Hartzell will donate $250 to the RAF.

The post RAF Support Could Mean a Deal on Your Next Hartzell Prop appeared first on Plane & Pilot Magazine.

If you are lucky enough to fly a large screen glass cockpit instrument display, your checklist may be contained in the pilot’s cockpit screen at the push of a button. If so, you may have the best of both worlds. Most of these electronic checklists are easily modified and are located in the pilot’s line of sight. Similarly, many of the iPad navigation applications have checklist options that perform the same function. Depending on where the iPad is located these can help balance the inside/outside visual scan as well. However, many of us, flying more vintage airplanes, are not so blessed. So, what is a budget-minded pilot to do? 

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As long as the airplane or propeller is not moving, having the paper checklist in hand is the way to go. But once we start moving, our eyes need to be outside the aircraft, clearing for obstacles, traffic, and wildlife, while we maintain strong checklist discipline. As usual, someone had already thought this problem through. Taking a page from the big iron, some Boeing models feature the Before Takeoff through Landing Checklists mounted right on the control yoke. So, while the jet is in motion, a glance down at the yoke is an additional reminder for the pilot flying the jet of how the checklist is progressing. Hmmm, could we do something similar? 

Well, many singles have a little unused panel real estate available that could host a compact before takeoff through after landing checklist. The higher on the panel, the better. Next step, make a mockup of your checklist on MS Word, and size it to fit the available space. Take your paper mockup to the local trophy/engraving shop, and—after a bit of explaining and the exchange of a few bucks—they will turn it into a stylish plaque to place on your instrument panel. Attach it to the panel with a little double-stick foam tape, and you have your pre takeoff through landing checklist, in plain sight of you and your copilot. Oh, if you think that you might want to add an item or two to the checklist, ask the engraver to maintain your file so that cutting an updated version will just take a few minutes. 

My experience is that this increases the likelihood that we actually use the checklist. Adding this easy-to-use checklist to your flight deck does not absolve pilots of the responsibility to carry the POH and a copy of the manufacturer approved checklist. Instead, it supplements these important documents in an easy-to-use format. Total cost, less than 50 bucks! Increased visual clearing, situational awareness, and more frequent checklist use, Priceless! 

The post Try These Low-Cost DIY Hangar Projects appeared first on Plane & Pilot Magazine.