Recently, we cheered on Stephen Mercer as Gardner Lowe Aviation Services in Peachtree City, Georgia, put the finishing touches on his family’s 1982 Piper PA-32R-301T Saratoga. Now, it is time for the pull-offs from that job to find a new life in Corey Sampson’s Cessna 172. We have been tracking this story from the beginning with Sampson’s decision to incorporate used-serviceable material (USM) in his retrofit. 

• Part 1: Cessna 172 Skyhawk Avionics

It is one thing to pull out the Garmin catalog and order up everything new and quite another to retrofit using USM. One must decide what to keep and what to jettison. The situation is not always cut and dried. What if you install all this stuff, and it doesn’t work? 

Thankfully, Sampson is an A&P and can do much of his own work. 

Avionics Equipment Installation

Planning for a major maintenance event comes down to one key element: attention to detail. I have seen more than one maintenance evolution derailed by the smallest detail. I once found myself stalled on a job—a major engine overhaul—for one bolt. Guess what? The airplane needs all of the parts to fly, not just some of them. 

I caught up with Sampson recently to follow up on the installation. He said that although routing was challenging, he didn’t hit any real snags along the way. 

Sampson mapped out his maintenance, and FLYING was there during the initial phases of this evolution. He ensured a clean, comfortable space in which to accomplish his work. The environment is everything in aircraft maintenance. Why do you think line maintenance aircraft mechanics receive a premium? Other factors to consider are tooling and technical data. Sampson had each of these lined up before removing a single component.

Sampson said the downtime for his 172 during maintenance was five weeks for the removal and installation, and one week for pitot-static recertification. He also removed the automatic direction finder (ADF), as it is now obsolete, and therefore, he could save some weight. 

Fitment and Operational Check

Once Sampson finished everything, it was time for Oasis Aviation Avionics & Maintenance to do the pitot-static and transponder check. The company also built up the harness and mapped everything to assist him during installation.

• Part 2: Cessna 172 Skyhawk Avionics

Once Sampson installed everything, it was time to button her up and functionally test the new hardware. To keep from running the engine in the hangar, he procured an external power supply from Aircraft Spruce & Specialty. 

“These portable power supplies are an excellent way to power your avionics on the ground while you train or practice in the cockpit,” the company says. “Especially helpful in learning how to operate glass cockpit avionics and panel mount GPS units.”

They are also furnished with Cessna-style, three-pin plug configuration and manufactured in the U.S.

Next, Sampson programmed and calibrated the two Garmin G5 Electronic Flight Instruments. Once that was complete, it was time to test fly the airplane around the pattern in Peachtree City. After the pitot-static check, he flew to New Orleans with his co-conspirator, Elijah Lisyany, for breakfast.

Continued Airworthiness Action

According to the FAA, “continued airworthiness requires that safety concerns within the existing fleet be addressed, and the knowledge gained applied for the benefit of future fleets as well.” 

The International Civil Aviation Organization (ICAO) breaks it down even further, stating that continued airworthiness “means all of the processes ensuring that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation.”

• READ MORE: Getting the Most from Your Prepurchase Inspection

That means Sampson now has to shift his maintenance plan to accommodate his new equipment.

Earlier in the project, Sampson opted for a Garmin GNS 430. Once installed, Corey adjusted the contrast, and viola, it worked beautifully. 

In January, Garmin issued Service Advisory (SA) 23018 Rev B—does it affect the continued airworthiness of Sampson’s Cessna 172? 

It depends. 

First of all, service advisory alerts are just that—advice. The only thing mandatory under FAR Part 91 is an airworthiness directive (AD). 

The SA clearly states that “display repairs for the WAAS and Non-WAAS GPS 400, GNC 420, and GNS 430 are no longer available and have been discontinued.” It does not say the units have been discontinued. 

Additionally, if feasible, someone could create an alternate repair either by DER or 145 process specification. There is more than one way to stay compliant. And, of course, Sampson could replace the unit with another USM GNS 430 or upgrade to Avidyne IFD 440.

The post Testing the Hardware After a USM Retrofit appeared first on FLYING Magazine.

For the first time in more than a week, the low overcast gave way to clear skies, and wind speeds settled back to single digits. Winter weather advisories punctuated the coming week’s forecast in my Northeast region, so I was determined to make the most of what might be the last ideal flying day for a while. I got an early start on the drive to the airport with plans to revisit a few memorable cross-country routes I last flew as a student.

• READ MORE: Your Ideal Aircraft Might Be the One That’s Easy To Fly

After departing Sussex, New Jersey (KFWN), I headed for Sullivan County, New York (KMSV), for a fuel stop before continuing to Columbia County, New York (1B1), the destination of my first long solo cross-country flight. Approaching the airport, I made my 10-mile radio call. Shortly after that, I heard a pilot with a familiar voice entering the left downwind leg of the pattern. “Is that you?” he asked.

It was Ed, one of my Commander 114B’s previous owners. Small world, and perfect timing. We had tried several times, unsuccessfully, to meet up while flying. On Sunday it simply worked out. I tried my best to grease the landing, which I’m sure he observed closely, and we met at the fuel pumps, where I got to look over the 2003 Cirrus SR22 Centennial Edition he moved into after selling the Commander.

I would say he “moved up” to the Cirrus, but that would be an oversimplification. It would also potentially cut off hours of hangar talk regarding who got the better deal. Certainly the Cirrus has the advantage of being nearly a decade newer and—let’s say—dozens of knots faster.

• READ MORE: Finding Your Ideal Aircraft: Focus On the Mission, Especially When it Changes

But I could argue that the Commander’s updated panel with a Garmin GTN 750 and dual G5s trumps the Cirrus’ mix of Avidyne PFD, Garmin 430s, and steam gauges for backup. As I sat in the SR22, I could also sense the relative snugness of its cabin compared with my spacious Commander.

What quickly became clear was that our transaction was a win for both of us. Selling the Commander allowed him to leave the aluminum and rivets behind in favor of a sleek, modern composite machine. While I do not think of myself as a Cirrus kind of guy, I do consider the SR series a technical and aesthetic tour de force that set a new standard when it debuted.

As with many personal pursuits, each pilot’s approach to aviation reflects their specific interests and quirks. I think that after years of flying traditional legacy aircraft, Ed appreciates the SR22’s simplified engine controls that set the propeller’s pitch automatically, and landing gear so aerodynamic that there is no need for retraction.

Meanwhile, after a decade of flying Cessna 172s I am thrilled to finally have a greater sense of control over my power settings and a big bump in cruising speed. My inner child has waited years for the privilege of adding “positive rate, gear up” to my list of departure call-outs.

Before heading out of KSMV, Ed admitted to missing certain things about the Commander, including the smooth, forgiving way it handles. But as he departed, climbing out vigorously after a very short ground run and giving a crisp wing-wag before disappearing quickly into the distance, he didn’t seem to be missing very much.

After topping off, I headed to my next destination as well, after a slightly longer ground run, but still feeling like still feeling as if I got the better deal. Gear up.

The post Finding Your Ideal Aircraft Without Remorse for Buyer or Seller appeared first on FLYING Magazine.

The GFC 500 has become a favorite among pilots who own older models that may have received gradual avionics upgrades over the last decade or two. When the time comes to add or upgrade an autopilot, buyers tend to look for the most up-to-date model they can find, preferably one that is compatible with newer flight instruments that they might have installed previously.

• READ MORE: Garmin Gets STCs for Its GFC 500 Autopilot for Older Aircraft

The GFC 500 integrates with a number of other Garmin instruments that are popular retrofits, including the GI 275 or G5 electronic flight instruments. It can also work with a combination of either a standby GI 275 or G5 with G500 TXi or G3X Touch flight displays.

Pilots often focus on other panel upgrades before changing to a new autopilot, so many aircraft already have the supporting equipment necessary to operate with newer autopilots. The GFC 500 generally offers more features than older autopilots typically found in used aircraft. Of particular interest to pilots are features like Smart Glide, a system that helps pilots handle power-loss situations by automating certain tasks and reducing the pilot’s workload.
Garmin said it will continue to add aircraft models to its STC list for the GFC 500. View the latest list of aircraft approved for the autopilot and those expected to be approved during the next year.

The post Garmin Names More Aircraft Approved for GFC 500 Autopilot appeared first on FLYING Magazine.