• READ MORE: Hartzell Expands Composite Prop Series in Top Prop Program

JJ Frigge, President of Hartzell, said in a release, “This exclusive discount and our contribution to the RAF exemplify our commitment to the adventure of flight and the RAF’s mission to maintain aviation access to the backcountry.”

RAF chairman John McKenna echoed the sentiment, saying, “Hartzell’s continued support of the RAF is a genuine benefit to our supporters and serves as a powerful incentive for new RAF supporters.”

The RAF is a nonprofit dedicated to protecting and preserving backcountry airstrips across the U.S.

The 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 available for various aircraft from American Champion, American Legend, Aviat, Avipro, Cubcrafters, Glasair, Maule, and several other experimental aircraft.

These propellers are meticulously designed to enhance backcountry performance, fostering shorter takeoff rolls and improved climb rates.

The post Hartzell Extends Generous Prop Discounts to RAF Supporters appeared first on FLYING Magazine.

Who Is Tempest Aero Group?

One of the first indications of a storm brewing is an abrupt change in the wind. An updraft of air may force a cumulus cloud upward, disrupting the atmosphere—and then watch out. Those not paying attention could soon be exposed and hear the crack of thunder that could spell trouble. I could not think of a better metaphor for this story. In 1984, the major players in GA manufacturing were entrenched and had enjoyed a near monopoly on aircraft parts and accessories for decades.

A high barrier to entry tends to protect those at the top. In Gibsonville, Tim Henderson was setting up shop as a Part 145 certified repair station focused on accessories. His company, Aero Accessories, began working with alternative maintenance practices, such as repair process specifications, and eventually produced its first parts manufacturer approval (PMA) part—contact points for magnetos.

Branding is essential in a crowded market to differentiate from the competition. In 2001, Henderson partnered with Stan Fletcher, and in 2003, they signed on John Herman, vice president of sales and marketing, and got to work on a new plan. Aero Accessories had a good name in the industry. The name itself, however, was not unique. What term best describes what they planned to do? Tempest was born.

Not much had changed since 1984, and the Tempest team faced a slow climb. It was tough to gain momentum in the aftermarket. The team first focused on FBOs but saw only small gains. Realizing that growth would happen with brand recognition, Herman and Fletcher began to market directly to the aircraft owners/operators. Once they won the hearts and minds of the end users, sales took flight and showed no signs of landing anytime soon. In my engine shop days, we used Tempest products and always experienced good luck with them, so when Herman invited me to visit the factory making the parts, I accepted. Early one Monday morning, we flew into the Piedmont Triad International Airport (KGSO) in Greensboro and took a short drive over to the shop. Herman ushered me to a conference room, where I met Tempest CEO Mike Allen.

Not far from the place Aero Accessories began sits the heart of Tempest’s business—a fully operational machine shop. The company’s roots are in engineering and solving some of the most challenging problems in GA. The machine shop takes this further and allows the leadership to control the quality, logistics, and output of the finished product. Remember in mid-2021 when ships could not reach the shore and offload material? Subcomponents of aircraft parts were stuck floating in containers, directly impacting the ability to produce finished goods. Unlike small businesses, major corporations procure components and assemble them in house. Doing so puts them at risk for work stoppage resulting from logistics issues. Because Tempest machines its housings, levers, shafts, and so on in house, it is more insulated from supply chain disruptions.

Another benefit is quality control. When an inspector discovers a flaw, they can quickly discard it and send a new order down the street for a remake. Try doing that with a supplier overseas. Tempest is not immune to supply chain issues, though. It sometimes has trouble getting raw materials—such as copper for gaskets—and faces iridium price spikes. However, being small and nimble allows the company to shift with the market as needed.

We talked briefly about the impact of COVID-19 and the trying time everyone in business experienced. I knew firsthand the pandemic’s effects on airlines and distribution but was curious about manufacturing. First-tier manufacturers Boeing and Airbus went from running over capacity to dead in the water overnight. At Tempest, orders slowed in March 2020, and the team used this time to clear the backlog of both OEM-new and Part 145-repaired work. Later that spring, the ordering started again and steadily increased every quarter. Flight training is now booming, and flight schools consume a significant percentage of Tempest’s products. The sales cycle for distributors is 30 to 45 days, an excellent turn of inventory for the distribution partners.

The ‘Original’ Oil Filter

Tempest Aero Group owns an arsenal of iconic aerospace brands, including the original products marketed under the Tempest name. In 2003, Champion dominated the aftermarket, and there was a long tail of “other” products. In 2004, Tempest entered the market, and though sales began slowly, the team persevered. Looking back, it must have seemed daunting to go up against an industry leader like Champion.

I started my engine shop in 2005, and oil filters marked the beginning of my relationship with Tempest. I distinctly remember the word “original” stamped on the white metal cans. When Tempest started manufacturing, it did so on the original equipment procured from the OEM. A rumor once circulated that the Kelly Aerospace PMA oil filter didn’t sell because it was red. Tempest stuck with white and now owns a substantial share of the aftermarket. One benefit of white housings? The ability to check for oil leaks.

Tempest now holds most of the aftermarket business in oil filters, and in 2013 it became the OEM’s choice for Continental Motors. Partnering with Continental allowed Tempest to collaborate to develop the Spin EZ oil filter. This proprietary design allows for easier removal of the oil filter; the feature represents just one of many improvements over traditional designs. Stratus Tool Technologies specializes in oil filter adapters and specialty tools. For those following my Cessna 172 series online, we recently received an adapter for a Continental O-300-D. We are planning an upcoming maintenance visit to install it, so stay tuned. Air filters are also vital to engine health and performance, and Tempest AeroGuard induction air filters set high standards for newer technology as well.

Components were another element of my business at the engine shop. Dry air pumps become part of the work scope if installed on the engine upon receipt. Legacy operators will recall the OEM Airborne stamping “no overhaul” on the housings of the vacuum pumps. Tempest countered this by placing “returnable core” stickers over the casting. What better way to be sustainable than reuse? Airborne wanted to sell new pumps and tried to corner the market. Preserving existing products and introducing a new vacuum pump PMA helped Tempest in the early 2000s.

Fast-forward to 2023, and overhaul work constitutes almost two-thirds of Tempest’s business. It makes perfect sense to overhaul instead of tossing an aircraft part into the landfill. Housings rarely scrap out. The focus is on the inner rotating parts. Vacuum pump vanes are matched in a set and lapped to establish uniformity, allowing for a longer-life pump. Precision is paramount to performance as the rotor spins at 1.5 engine revolutions per minute, equating to 4,500 rpm. Coming full circle, Tempest is now the OEM on dry air pumps in yet another instance of the disruptor unseating the incumbent and making it to the top.

A Better Spark Plug

They say all good ideas start with a spark. Well, so do piston aircraft engines. In January 2010, Tempest announced the acquisition of Autolite spark plugs from Unison Industries. This move signaled a new area of growth for the Tempest team. Manufacturing relocated to North Carolina, and the company began shipping plugs in the spring of that year. Once again, the Tempest team sought to compete with Champion by producing a high-quality product. GA aircraft utilize two styles of spark plugs—fine wire and massive electrode. Fine wire plugs offer a more efficient burn rate and last longer at a much higher purchase price. A relatively small niche market, they represent about 10 percent to 15 percent of the aviation aftermarket. Turbocharged aircraft flying at higher altitudes favor fine wire plugs. As with its oil filters, Tempest began as a disruptor and has become the industry leader. It boasts over half of the entire GA plug business. Each plug is still manufactured in North Carolina and delivered through the distributor network.

• READ MORE: Intro to Aviation Spark Plugs

Tempest also carries a line of mechanical fuel pumps, ranging from the simple Lycoming diaphragm style to the more complex Continental and RayJay applications with its affiliate company, Consolidated Fuel Systems. As for other lines, Tempest started with its own products, rebranded from the Aero Accessories name. The company then expanded by acquiring other companies. One such acquisition was Alcor, a leading temperature probes and instruments company in San Antonio. Another Tempest entity providing fuel systems to GA is Precision Airmotive in Arlington, Washington. For years, its RSA Servos have been instantly recognizable under the cowling of any aircraft. Now Precision Airmotive markets the Silver Hawk EX for experimental applications.

Another name that stands out from the rest is Marvel-Schebler Aircraft Carburetors. In 2007, the legacy carburetor company was bankrupt and threatened to shut its doors for good. Industry leaders approached Tempest and asked for help, which agreed but opted for a new name—Volare, Latin for “to fly.” This deal was Tempest’s first significant acquisition, essentially setting the stage for growth. However, the industry embraced the new owners but not the name. Thankfully, nostalgia won, and Tempest restored the Marvel-Schebler name.

Brand loyalty is vital in aerospace, and Tempest has generally earned its reputation as delivering quality products. Brand ambassadors, such as Quality Aircraft Accessories, tout the positive attributes of Tempest and even host Tech Tips covering various topics. One such article delves into the care and maintenance of spark plugs. Tempest relies on its distributor network of shops and resellers to be its boots on the ground and gathers intel for product performance and potential enhancements.

X Factor

The Oxford Dictionary states that an X factor is “a variable in a given situation that could have the most significant impact on the outcome.” Tempest has its own X factor—its people. I met these folks when I toured the factory in North Carolina, and it had me recalling my ownership days and remembering the struggle to attract and retain quality talent. Tempest felt that challenge in recent years, but recruitment is improving. These are real aviation folks, not just workers filling the positions. There is little turnover at all at the Tempest-branded companies. During my walk through the vacuum pump shop, I met folks like Richard. He has been here for 36 years, almost as long as the company has been in existence. Richard and his colleagues are the source of Tempest’s strength.

When the company was getting things off the ground, Mike Allen would fly a Cessna 310 to visit customers and remote facilities, such as Alcor in Texas. They now fly a Cessna 441 Conquest II. It is one thing to talk about utilizing GA for business, but operating an aircraft and being able to take off at a moment’s notice is another. Vince Bechtel, director of aftermarket sales, travels extensively, giving lectures and tech talks on Tempest products and solutions. Look for Bechtel next time you attend an inspection authorization (IA) renewal.

I asked Herman and Allen what drives them to build this brand. They both said the team. Companies can do great things when everyone pulls in the same direction. This attitude flows down through the other managers and customer services. Take care of the employees, and they will take care of the customers.

Tempest Aero Group seeks to expand its portfolio, and small businesses need investors to fund research and development. On April 4, the company announced an investment partnership with Vance Street Capital. Securing this funding will allow Tempest to explore new opportunities in years to come. With an eye on the horizon, the Tempest Aero Group’s leadership continues to push the company forward. It is not just selling products made in America by a dedicated workforce. Tempest gives you the freedom to own and operate a GA aircraft economically—TSA pat-down not included.

This article first appeared in the August 2023/Issue 940 of FLYING’s print edition.

The post Tempest Aero Group Remains True Friend to General Aviation appeared first on FLYING Magazine.

“Rick,” he said, “We have a problem.”

I was at his office door at 8 a.m. the following day. Brien ushered me into a conference room and set several pieces of metal—an anti-skid brake part for a Boeing MD-11— before me. Taking one in my hand, I looked up confidently at him. “This looks like a mission for a DER [designated engineering representative].”

“Is it legal?” Brien asked. 

Not only is it legal, but the repair is also FAA-approved and ships with a Form 8130-3 tag. Brien glanced up, smiled, and said, “Let’s write it up!’

What Is a DER?

The FAA is an enormous governmental institution with around 48,000 employees. Surprisingly, more is needed to manage all of the aviation responsibilities under its remit.

The agency often needs assistance finding that engineering data complies with the appropriate airworthiness standards, and it looks to designees, called designated engineering representatives, or DERs, and they can work for a company or act as a third-party contractor. The FAA engineering field office will appoint a DER to a specific technical discipline in their geographic region.

Why Use a DER Repair?

One reason DERs are necessary is because of the excess of used parts availability post COVID-19. The used serviceable material (USM) market is expected to reach $7.9 billion annually, according to management consulting firm Oliver Wyman.

The demand for USM is set to grow around 55 percent annually, according to Oliver Wyman. This material may be considered an alternative to solutions outlined by the OEM, such as parts manufacturer approval (PMA) parts and DER repairs.

How to Accomplish a DER Repair? 

In 2018 when I received the call from the procurement manager at Genesis Aviation, the cost of the anti-skid brake part (Meggitt part number 6000554 OEM) was $15,329 each. Aviall—now Boeing—was the exclusive distributor. As the sole supplier, it controlled the aftermarket and, at the time, quoted a seven-month lead time.

Airlines can’t wait seven months for a part, much less one that costs more than $15,000 a pop. 

I contacted one of my shops, Fortner Engineering, and talked to Gary Fortner, the vice president of engineering. Fortner knew of the issue and the importance of viable spare parts, wrote a DER repair to reuse the housing and manufacture a new piston, saving countless piston-sleeve assemblies from the landfill and keeping a steady stream of product for the airline.

DER Misconceptions

To review, a DER is a person designated by the FAA to approve major repairs and major alterations on behalf of the agency, confirmed Debra Whittaker, engineering manager for Aerospace Coatings International. 

By this definition, a DER-approved repair should mean a major repair or alteration. However, most people refer to any non-OEM repair as a DER repair, which needs to be corrected. Repairs can be major or minor, but only major repairs require DER approval. Repair stations and operators can create their minor repair data without DER approval, Whittaker said. 

Here’s a Q&A with her about some aspects of DERs:

FLYING: What drives the decision to create or develop repair data for a unit?

Debra Whittaker (DW): Repairs are usually developed out of necessity because either the OEM did not address all possible maintenance activities in their CMM (component maintenance manual) or parts are unavailable. Repairs may also be needed to lower overall maintenance costs or to improve reliability. The two questions to answer are, can the unit be repaired and returned to an equivalent level of safety? And, is the lead time and cost of a repaired part less than that of a new piece?

FLYING: Can others utilize that repair? Is there a fee like a supplemental type certificate (STC)?

DW: For repairs, there is no fee like an STC. The technical data used in the repair and substantiation are the creator’s intellectual property. Each repair station has a different business model, but most profit from repairing the component and not selling intellectual property. Since operators are ultimately responsible for the maintenance and safety of their aircraft, they will need to review and approve the technical data that supports the repair. Most repair stations understand this and share the technical data with the operators to make money when the repair is carried out.

FLYING: Given the limited availability of OEM parts, how critical are engineered repairs to the industry?

DW: Repairs are becoming more critical than ever before. Supply chain issues have certainly increased the interest and demand for repaired parts. It has also become more common for OEMs to remove their repair data from CMMs, forcing the industry to develop their repair data. And in some cases, repairing a part can be more environmentally friendly than fabricating a new one.

MRO entities are dealing with rising material costs and shrinking supply chains in the aerospace aftermarket. Deploying a DER repair could be the difference between saving or scrapping the unit. Think of it as ultimate upcycling.

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