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.

Last October, we met Stephen Mercer, who had recently acquired a 1982 Piper PA-32R-301T Saratoga, which he was upgrading with safety features. I am proud to report that our Saratoga came through with flying colors. You see, the fine folks at Gardner Lowe Aviation Services in Peachtree City, Georgia, took extra special care of this airplane and presented Mercer with the finished product in time to fly off to some Saint Patrick’s Day shenanigans. 

• READ MORE: Piper Saratoga Avionics Install: Part 1

Not to worry, the Saratoga pull-off parts went to a good home. As you recall, we joined Corey Sampson on his quest to economically remake his Cessna 172, and what is one man’s core is another’s used serviceable material (USM). 

Items removed from the Saratoga included:

• Garmin GMA 340 audio panel
• Garmin GNS 530W GPS
• Garmin GNS 430 GPS
• Garmin GTX 330 transponder 
• JPI 700 engine monitor 
• Garmin GI 106A VOR/ILS/GPS indicator

Sampson functionally tested and installed these units. The parts are now up and flying in his Cessna 172. 

Dual Garmin G3X with a Side of ADI GI275

Mercer is on a mission. His father-in-law is learning to fly. Their family also needs a recreational aircraft with a lift and range suitable for their needs. Why not accomplish both with one airplane? The family settled on an early 1980s Saratoga and plotted the next course of action.

A new panel was the first order of business. Mercer said the team could have saved money with Aspen Avionics but received recommendations for Garmin. After a careful review of the different platforms, it chose two each of the 10-inch Garmin G3x G3X Touch for certificated aircraft. Although a little pricier than others, it fits the Mercer family mantra: “You cannot put a price on safety.” Additionally, they also added a standby Garmin GI 275 attitude indicator (AI/ADI) as a backup.

• READ MORE: The Aviation of Things

I recently met with Mercer at Gardner Lowe to ask some questions about the selection process when speccing out this job:

FLYING Magazine (FM): Why do this upgrade now?

Stephen Mercer (SM): The family decided it was necessary to upgrade the avionics panel for safety purposes.

FM: I agree with the safety-first mantra. How did this maintenance action make your Saratoga safer?

SM: You are familiar with the redundancy as it applies to aviation?

FM: Yes, redundancy is a system designed with duplicate components. Therefore, if one fails, you have another as a backup.

SM: Correct. With (my father-in-law) still learning, I did not want to cross the cockpit to utilize the panel. The dual instruments ensure that I can concentrate on the task at hand. I also like to keep my eyes on the  traffic pattern, not staring down at an iPad. Also, keeping the autopilot on all the time reduces the stall threat.

• READ MORE: The Daily Life of a Repair Station

As part of the maintenance process, Mercer’s team removed analog gauges and the vacuum pump. When I asked him if there was anything else he was excited about, he said, “Yes, enhanced engine monitoring.”

Annual Inspection Time

As anyone will tell you, aircraft maintenance takes time. If you think about it, any project can be full of surprises, even for the best of us. When I go to my local Ace Hardware to get hinges for my wife’s kitchen cabinet project, I buy extra. You never know. When she asks how long it’s going to take, I am evasive about the time. I learned that lesson a long time ago.

Mercer knew this going in. While his Saratoga was down for the avionics panel upgrade, he decided to have the annual inspection accomplished as well. Lane Mitchell of Mitchell Aviation Services was only happy to oblige. Based there at Gardner Lowe Aviation, Mitchell handles most of the airframe- and powerplant-related actions for aircraft in the hangar.

Seizing the opportunity to conduct the annual while the team installed the new avionics panel saved Mercer time and resources down the road. Because Gardner Lowe partners with Mitchell Aviation, the coordination is built in. Too often, owner-operators will try to parcel out the work to the lowest bidder. This can cause confusion, delays, and ultimately costs more.

Trust is a huge component of aircraft maintenance. There are no shortcuts, but there are ways to save. Trying to buy parts off the internet and have your A&P install them is not one. If something goes wrong, who is going to stand good for it? Certainly not eBay.

The post There’s No Price on Safety appeared first on FLYING Magazine.