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.

Time to Upgrade

I recently wrote an article in FLYING in which I cited the average age of automobiles in the United States was 12.1 years in 2021. It may surprise you that the average age of general aviation aircraft is 30 years. A sizable portion of airplanes are more than 40 years old or older. Some are keen to keep an airplane stock just as if it rolled off the factory floor. Others make minor adjustments, replacing what is mechanically necessary while striving to maintain originality. Then a subset of the population presses the limits of what the feds allow and goes full custom, much like a flying Chip Foose.

Most owner-operators fall somewhere in between. As opportunity is born out of necessity, one must seek the counsel of others when embarking on such endeavors. Even owners like my colleague Corey Sampson, who possesses an A&P and is ATP-certificated, still need support for specialized services. Sampson is more than willing to “phone a friend” when he needs a second set of eyes. That is one of the top “best practices” you can deploy.

This brings me to why we are here. Sampson introduced me to Stephen Mercer and his 1982 Piper PA-32R-301T Saratoga. I spoke with Mercer concerning the recent acquisition of his Saratoga. “The Saratoga is a great airplane, but we are looking to add a little redundancy and some enhanced safety features,” Mercer said. That is pilot-speak for “it’s time to up-do the panel.” Now comes the exciting part: Let’s talk flat panel. But which one to choose? And who can install it? The journey is just beginning.

Find Your Installer

Turning onto Atlanta Regional Airport-Falcon Field (KFFC), I pass through the open gate and park in the gravel lot. I enter the Gardner Lowe Aviation Services (GLAS) lobby and go to the customer service counter. I am here to see Karl Gardner, the company president, and talk airplanes.

Gardner has been in the aircraft maintenance business for 30-plus years, specializing in avionics. After starting, growing, and selling several business entities, he gave it one more trip around the pattern and merged with legendary Lowe Aviation, the cornerstone of middle Georgia aviation since 1946. We catch up and soon get down to talking shop.

Gardner and I have known each other for years, and I even did a few engines for him during my stint as an aircraft engine shop owner. Remember my story about my guys forgetting to torque seal the through-bolts of a 470? Yeah, that was Karl who called me out on it. I’m just glad he called me and not the FAA!

I asked how things were going, and although Gardner is doing well and the shop is busy, life is not devoid of challenges. When asked to elaborate on the headwinds facing general aviation today, Karl matter-of-factly stated spare parts scarcity and cost. He relayed a quick story referencing the cost of a bellcrank for a Cessna 170, which is well more than $3,000 now. It appears they added a leg for autopilot, which is hardly justification for the cost. 

With the cost of ownership skyrocketing, I inquired as to some strategies folks are trying to stay airborne. Gardner said he sees more partnerships in airplanes now. It is an excellent way to spread out the cost and keep the price per share low. Partnerships also help airplanes, as people are more apt to fly, and airplanes hate to sit. Aero clubs are another way to get your flight fix without breaking the bank.

Eventually, our talk landed on aircraft panel upgrades. As you probably guessed by now, Gardner Lowe is scheduled to do the installation on Mercer’s Saratoga in early November. The Saratoga is getting a new Garmin system. As a Garmin factory authorized installation and service provider, GLAS has the full support of the factory behind it. By sticking with the OEM and installing via supplemental type certificate (STC), GLAS can keep the process relatively simple, which is not easy in the world of avionics installs.

Like most small business owners, Gardner finds his clients through word of mouth and other customer testimonials. Some have even taken to the internet to show their appreciation. Some of you may be familiar with Mindy Lindheim, aka Schmiiindy on Instagram, and her 1957 Cessna 182 Skylane. Lindheim documented her experience in a two-part video series on YouTube. You can check part 1 here, and then head over to part 2 to finish up.

Get to Work

Once you have settled on a maintenance facility, picked out your hardware, and have a date, it’s time to get to work. Lane Mitchell of Mitchell Aviation Services works in conjunction with GLAS and is handling the logistics for Mercer and his Saratoga. November is right around the corner, and I am sure you are as eager as they are to see this get done. The good news is FLYING will be right there when it happens. I may even shoot some video of the process. Please tune in next time, sports fans, and watch us crack open the panel of this Saratoga. Part 2 is coming soon!

The post Piper Saratoga Avionics Install: Part 1 appeared first on FLYING Magazine.