Pre-Buy

My student had just shut her down following a solo flight. I sat on the bench at the FBO as he finished his post-flight checklist and prepared to exit the airplane. A stranger came out to talk to him, gestured toward Sally and leaned over the wing to take a look at the panel. After a few minutes, the stranger looked back at me then left to start his preflight (a C172). Sally has great ramp appeal.

I get a lot of questions about buying a SportCruiser/PiperSport. I love the airplane, but all planes have their strengths and weaknesses. One major reason for buying Sally was the support I would get from Piper. Well, that didn't last very long. But the viability of support is a big consideration in making an investment for any airplane.

There was a brief discussion on Facebook about specific things to look for when buying a SportCruiser. I think Bryan summed it up best:

Bryan Woodard A few sport cruiser specifics. Verify nose gear upgraded. Firewall strengthened. No nose gear collapse or any other damage history. Check leather glareshields for burn damage. Check both mains thoroughly for cracks up and down all front, back, sides. Verify landing gear box at the bottom and aft of the seat backs is straight and not damaged. Verify no damage to the entire surface of the tail tie down area. Verify proper canopy alignment and latching. If it is an 09/10 check radiator for evidence of coolant leaks. There was a bad batch of radiators. Verify other typical items such as 5 year rubber, ADSB, BRS life limits etc.  Oh and if it’s pre 2012, verify elevator travel to the stop. Where it meets the stop, verify the wear is not excessive and grooved on the part contacting the stop. They remedied this in 2012 with riveted on angle bracket stops. Also, with the elevator in its full nose down resting position, apply slight downward force to the elevator. If it moves or travels more than 1/4” or so you’ve got a problem.  

Sally has had everything mentioned except ADSB. Automatic dependent surveillance-broadcast (ADS–B) is a surveillance technology in which an aircraft determines its position via satellite navigation and periodically broadcasts it, enabling it to be tracked. It is mandated that any aircraft operating in controlled airspace (which includes most the country east of the Mississippi) have this new technology installed. It comes which significant advantages like traffic information and weather available for free in the cockpit. So I began my shopping for an inexpensive solution and there are many. But there is a glitch. To use my airplane for instruction I must maintain a factory built and approved aircraft. Any changes must be handled by a Letter of Authorization (LOA) from the manufacturer (CSA). I waited patiently. Then an announcement was made by CSA on the SCFLIER Forum

Josh Scheid: Wanted to be the first to let everyone know CSA has approved the Garmin GTX 335 Transponder for use in the SportCruisers and Piper Sports that are requiring this type of equipment for the mandated ADS-B out compliance.

Here is the link to the Service Bulletin No. SB-SC-053: https://czechsportaircraft.com/wp-content/uploads/2018/07/SB-SC-053_R0.pdf

Notice that he says "...ADS-B out  compliance." That means that this box will transmit (broadcast) which will meet the requirements of the mandate, but I won't be able to take advantage of the benefits of ADS-B in. But I have a GDL-39 receiver. (See previous post). So am I good to go? Back to the forum where I asked what else I might need:

Shawn: Nothing Dave, that's all you need. You'd have the complete solution, you just can't legally wire it up.  The problem is you cannot connect your GDL-39 to your 696 to actually DISPLAY traffic and weather in the cockpit. That would be illegal without a LOA from CSA. There's no way for you actually SEE traffic and weather around you on your panel mount 696 as the 696 does not have wifi or bluetooth. You'll have ADS-B out and satisfy the 2020 mandate but you'll see nothing different in the cockpit without a LOA from CSA.

All CSA did was the bare minimum and meet the requirement for the 2020 mandate of ADS-B out only. They did their job, finally. You would have to keep an iPad or other tablet in the cockpit to actually display traffic and weather from your GDL-39. This is just extra clutter in the cockpit in my opinion but if you have no other choice what are you gonna do? Let's hope the next big announcement is the news of CSA actually issuing LOA's so you can request to hardwire your 696 to your GDL-39.Then you'll be golden.

But the LOA never came. I'm not golden. I can't hardwire the GDL-39 to my 696 but I could use Bluetooth to make that connection. A 696 doesn't have Bluetooth, a 796 does. Duane comes into the picture as a Knight in shining armor and makes his 796 available. Now I have all the puzzle pieces, I just need an A&P to put them all together for me. (Certus)

But the original question was about a pre-buy. The answer is don't go it alone. There is help out there if you just ask for it.

CFIing

Stalls with Ben

Some of my students have decided to pursue their Private Pilot Certificate instead of becoming a Sport Pilot. The reason is that their primary mission requires more than an LSA. That decision changes the amount of training required. My syllabus takes the student through Sport Pilot requirements and allows them to "extend" their training with extra flights for Private Pilot. Major differences include a longer cross-country flight, a different Knowledge Test, and nighttime operations.

Sunday night I flew Sally to get recurrent with nighttime operations. It was fun to fly solo during the quiet hours of the evening. This would be the calm before the storm.

Monday: I arrived at the hangar to perform some minor maintenance and make sure Sally was ready for the busy week ahead.

Tuesday we flew a "Fam-5". This is the first flight in the Private Pilot curriculum:

Fam - 5: Radio Navigation and Communications
OBJECTIVE: To introduce the student to the basics of Radio Navigation and Communications with controlling authorities.
TIME: 45 minutes Ground Instruction; 1 hour Flight Instruction (optional video capture)
NEW LESSON ITEMS: Tuning VOR, identifying stations, intercepting a course, Direct to GPS, entering a Flight Plan, autopilot operations.
COMPLETION STANDARDS: The lesson has been successfully completed when the student demonstrates proficiency in VOR and GPS operations while maintaining basic handling of the airplane.

I kept a close eye on the outside air temperature (OAT) temperature and decided to give a new student his Fam - 1. He has previous Cessna time but nothing in a low wing airplane. We practiced Basic Airwork (BAW) and discussed Sally's performance characteristics. 

Wednesday: In the morning Ben did his Fam - 2. This is more BAW and includes Power-Off Stalls and Ground Reference Maneuvers. I also introduced him to the landing pattern and was impressed enough to let him try his first landing in a PiperSport. He did well!

Wednesday Night Bruce did his Land- 6: (We did half the requirement)

Land-6: Night Takeoffs and Landings

TIME: 1-2 hours Ground Instruction; 1 hour Flight Instruction
REVIEW LESSON ITEMS: Traffic Pattern Entries; Collision Avoidance and Scanning procedures in the Traffic Pattern; Traffic Patterns to low approaches; takeoffs and landings; go-arounds.
NEW LESSON ITEMS: Definition of night time. Hazards of night flying. Use of airport lighting systems.
COMPLETION STANDARDS: The lesson will have been successfully completed when the student: is able to show an understanding of nighttime landing procedures including aborted T.O and go-around procedures. The student will be able to make landings without instructor assistance

Thursday: We went over to KLAL and Bruce did:

Fam - 6: Radio Navigation and Communications at Controlled Field
OBJECTIVE: To practice Radio Navigation and Communications with controlling authorities.
TIME: 45 minutes Ground Instruction; 1 hour Flight Instruction (optional video capture)
NEW LESSON ITEMS: Tuning VOR, identifying stations, intercepting a course, Direct to GPS, entering a Flight Plan, autopilot operations.
COMPLETION STANDARDS: The lesson  has been successfully completed when the student demonstrates proficiency in VOR and GPS operations while maintaining basic handling of the airplane. Student must complete 3 full stop landings at a Tower controlled airport.

Friday: Bruce #2 continued with his landing practice.

REVIEW LESSON ITEMS: Traffic Patterns; Take offs and Landings; Go-arounds.
NEW LESSON ITEMS: Simulated engine failures to a landing; Forward slip to a landing; landing without flaps; communication in the traffic pattern; right-of-way regulations in the pattern. 

 Saturday: Leo continued with his landing practice.

REVIEW LESSON ITEMS: Traffic Patterns; Take offs and Landings; Go-arounds.
NEW LESSON ITEMS: Simulated engine failures to a landing; Forward slip to a landing; landing without flaps; communication in the traffic pattern; right-of-way regulations in the pattern. 

It was a very good week.

A high-ranking FAA source has confirmed that the FAA plans to almost triple the maximum weight for most light sport aircraft to 3600 pounds in rulemaking that will be introduced in January. The source confirmed the scant details of a Facebook post written by AOPA Senior VP of Media and Outreach Tom Haines from the AOPA Regional Fly-In at Carbondale, Illinois. Link Here

Additional information on MOSAIC found here. 

*Updated information about LSA weight limits found here

Nighttime

It is still hot in Florida. I've been keeping a close eye on the Cylinder Head Temperature and carefully inspecting the coolant level during preflight. It seems when the air temperature gets into the 90's the CHT gets up into the 250's. The night temps should be cooler.

I haven't been flying solo lately. My time has been spent with students climbing the learning ladder for their Sport Pilot or Private pilot certificates. When Bruce completed his solo cross country last week he also graduated into the next stage of his education which will include night operations. I needed to get myself current so took time on a beautiful Sunday evening to get a minimum of three full stop landings.

I got to the airport at about an hour before sunset to give me a chance to preflight in the daylight. Sally looked good. My three flashlight all got fresh batteries (as did my headset). The exterior lighting looked good. This would be my first time to try my new landing light. She burped after 20, the coolant level was just above the strap. We were ready to go.

I watched the sun setting as we sat at the hold short line for RWY5. I triggered the CTAF to check the runway lights and completed my checklist. The first two circuits wouldn't qualify for night landings but it sure was fun flying downwind watching the city of Tampa glow in the distance. I was alone in the cool quiet evening air. Just wonderful.

I finished my work and taxied back to the hangar. My new landing light is great, at least twice as bright as the original. I wondered how the lights would be on the taxiway to the hangar. Turns out the whole area is very well lit.

This was a great flight.

Video notes: Night time video

Cylinder Head Temperature

Hurricane Florence was finally dissipating in North Carolina and there were no ill effects in central Florida. It should be a good day to go flying. I asked Alexa about the forecast and the typical response came back with 30% chance of thunderstorms. But the next line got my attention; A high of 93°s. I sat down at my office computer to start my weather briefing. Soon I got a text message from my student. We were good to go.

I met my student at the FBO and drove over to the hangar. I was just after 9:00AM and the Florida temperature was already in the high 80°s. I had done some work on Sally the previous day and left the top cowling off. We reviewed the major parts of the engine and went over the normal preflight engine checks. He burped the engine then buttoned her up. Next, he climbed into the cockpit and pulled the checklist from the side pocket and went through each of the items. As we went through the checklist I pointed out special focus items, answered questions and helped him do a thorough walk-around.  (I also learned how to make some changes on the checklist to make it more efficient.) It took about 45 minutes. As he pulled Sally out of the hangar, I went back to the truck to drive it into the hangar.

We buckled in and completed the Start Checklist. Sally started quickly and smoothly. OAT read 31°s (88°F). Cylinder Head Temperature(CHT) read 220°F. Winds were calm, less than 5kts out of the south, but prevailing traffic was using RWY5. A long taxi for us. When we got to the runup area CHT was up to 240°s. I had already told the student to use the run-up checklist as memory items. In other words, not hesitate with each step but smoothly go from one to the next. By the time he finished his takeoff brief at the hold short line, the CHT was climbing past 250°. A CAP plane was on base turning on final. I asked the student to hold short but add power to 2500-3000 RPM to help cool the cylinder heads. Dropped back to 248°s. When the CAP airplane finally cleared were we back above 250°s. My No Go is 260°s. After the successful take off he chose a "cruise climb" at 70kts. It was 250°s passing 700'. We leveled at 1500' and the temp dropped back to normal.

I wanted to get 5 landings in today. We did three at Plant City and would have done another but it just getting too crowded. I decided to try some more back at Tampa Executive. Although not as bad, there were two in the pattern...and it was hot. We ended the flight with a great landing and taxied back to the FBO. It was hot. OAT read 34°C. (93°F)

The weatherman on the radio said the "feel like" temperature was 101°s. Time to call it a day.

Labor Day 2018

Labor Day, the first Monday in September, is a creation of the labor movement and is dedicated to the social and economic achievements of American workers. It constitutes a yearly national tribute to the contributions workers have made to the strength, prosperity, and well-being of our country. We celebrate this by ... taking the day off from work.??.

Sally got a new landing light. It's an upgrade from the original. It should be much brighter in the landing pattern at night. It looks like a nice piece of jewelry. I'm looking forward to becoming night time current again. Now, what is night time?  Is it sunset to sunrise, or end of civil twilight, or...

This year the annual discovered a crack on the right main strut hidden behind the brake line. Evidently, this is not an unusual problem, especially for a plane being used in a flight school. Certus had the expertise and tools to do this in my own hangar.

I replaced all of the original wheel pant fasteners with stainless steel screws. Not only will they last longer in the corrosive Florida weather, but I think they look better too.

It was also time to change out the Dzus fasteners on the wing lockers. Even though I have been using Corrosion X, over the years they have become discolored and looked old. These were also changed to stainless steel.

I took some time to clean the cockpit. I used some expensive leather cleaner but wasn't satisfied with the results. Next, I used a clean rag and some nail polish remover to attack some of the stubborn dirt spots. This worked well! I followed up with a good vacuuming.

Finally, I did the belly wash. Certus had said he didn't criticize me for the grime on the bottom of the plane because it was probably a good form of corrosion control. (Just his kind of humor.) So today I got down on the creeper and started at the nose cowling and worked my way back. Three rags later I was cleaning the tail light. (My arms and shoulders will be hurting tomorrow.)

Normally this would be the perfect time to take her for a test flight, but as I stood outside the hangar there was ill wind in the air. It was only noon and the clouds were churning into dark shades of gray. Tropical Storm Gordon had just been born in the gulf.

Landing Analysis

Leo is a new Private Pilot student starting his landing pattern work. I had the FBO fuel the plane with 10 gallons of 100LL while we went into the pilot's lounge to brief for the flight. We discussed the various ways to enter a traffic pattern and I told him that the 45° entry was still my preferred entry because it provides the best opportunity to see other planes in the pattern.

Due to the busy traffic at Tampa Executive, I decided to fly the 10 minutes east to Plant City where it is usually a lot quieter. Today we had a Piper Cub to do our circuits with and I really enjoyed watching him from the hold short line as we waited for our turn.

At this stage of training there is a lot to do:

Land-1: INTRODUCTION TO TAKEOFFS AND LANDINGS 

NEW LESSON ITEMS: Traffic Pattern Entries; Collision Avoidance and Scanning procedures in the Traffic Pattern; Traffic Patterns to low approaches and full stop; takeoffs and landings; go-arounds. Introduction to proper radio procedures.

COMPLETION STANDARDS: The lesson will have been successfully completed when the student: is able to fly ground reference maneuvers with altitude +/- 150 feet, airspeed +/- 15 knots; has shown an increase in proficiency in flying the rectangular pattern, with altitude +/- 150 feet, airspeed +/- 15 knots, as well as uses proper scanning and collision avoidance procedures; the student will show an understanding of go-around procedures and how to recover from bouncing and ballooning during landings; the student will be able to make landings with occasional instructor assistance. 

I demonstrated a 45° entry and gave the airplane controls to him once we taxied clear of RWY10. I handled the radio so that he could concentrate on his basic airwork. I've found that 4 or 5 attempts are enough stress on the student for one session.

I always try to video the students first attempts. It serves as a baseline to show progress on future flights, but more importantly, the video serves as an analysis tool to provide feedback on the flight.

"I appreciate that you took the time and effort to produce and edit that video and insert your comments, the video is an invaluable tool for illustrating errors. It clearly shows how my perceptions of what was happening differed from reality. I was worried that my track was wildly inconsistent and the GPS track shows that I was extremely consistent with my path (although it was not the correct path), and the GPS also illustrates that my course wandered left more than I perceived, particularly when I started the focusing on my preparations for landing and focused on the altitude, speed, flaps, etc." ~ Leo

Video Notes: Learning to Land 

Annual Requirements

Annual Condition Inspection. A detailed inspection accomplished once a year on an LSA in accordance with instructions provided in the maintenance manual supplied with the aircraft. The purpose of the inspection is to look for any wear, corrosion, or damage that would cause an aircraft to not be in a condition for safe operation.

The guidebook on who can do what is the maintenance manual (MM) specific to that aircraft. This manual includes information on the condition inspections, repair of the airplane, and authorization for repairs and maintenance. Each task outlined in the MM defines who is authorized to perform that duty—whether it’s the sport pilot certificate (or higher) holder, an A&P, or an LSRMA. 

I decided early on that I was not mechanically inclined. Dad had taught me to turn a wrench on my 1963 Corvair convertible, but I was only average at doing the work. Other car projects came and went with the same results, acceptable but not professional. Sally needs a professional.

I picked Todd up at the Orlando Airport on Saturday night. He had his tools in his checked bag, just under 50#s. After a diner breakfast the next morning, we went out to the hangar to see Sally. I had the cowling and pants off already and was assigned the task of removing inspection plates. He walked around her taking notes, pointing out areas of concern, asking if I had noticed a problem with this or that. Sally has really been running well so I had no complaints to speak of (except the left break occasionally made a "galunka lunka sound). After a while, we headed out to pick up some grease and other lubricants, then stopped for a burger before returning to complete the work. He has some really cool tools. It was a long 8 hour day. But it wasn't over. After dinner, he sat at the kitchen counter and updated my maintenance logs. Certus has created a binder system that provides an owner with an organized view of what has been accomplished and when additional tasks should be completed.

I learned a lot.

I took him back to the Orlando Airport Monday morning.