March 2014- Q: Dear Steve,
I own a Piper PA-28-180. It’s just the right airplane for me. I have a small ranch strip and I’m doing okay. I ran a dairy here in California for 30 years and finally sold off the herd a few years ago. I rent out my dairy facilities now.
I have enough time now to fly whenever I want, but I need to expand my horizons. I’ve flown to every airport restaurant within two hours for the famous “$100 hamburger” and I’m ready for something else. Got any ideas?
—Need New
A: Dear Need,
I understand; I, too, like to be doing something with my airplane. Let me suggest a couple things. The Angel Flight West website sums it up: “Angel Flight West is a nonprofit, volunteer-driven organization that arranges free, nonemergency air travel for children and adults with serious medical conditions and other compelling needs.”
Angel Flight is not an emergency air taxi service so there’s no rush against time, or any push to fly into situations or weather that’s above your abilities. Angel Flight makes it easier for sick people to get to treatment—often specialized treatment that would require hours of driving. Angel Flight volunteers absorb the majority of costs but it’s a rewarding way to use your airplane to help others. There’s no pressure to do anything except make a safe flight.
LightHawk is another volunteer organization that donates flights to help conservation groups achieve their goals. According to the website, LightHawk is a nonprofit 501(c)(3) which “believes in the power of the big picture.”
If you’re the adventuring type, you might want to look into flying into airstrips that are off the beaten path. Check out all the airstrips in California (and other states) at shortfield.com. This site is devoted to gathering information and providing a database on uncharted and unpaved airstrips in remote locations. Members post comments on strips.
If you’re interested in taking your Cherokee into some of these out-of-the-way strips, you will most likely need to brush up on your piloting skills; you must be weather wise and capable of landing on your touchdown spot every time. There’s some good information related to preparing yourself for this type of flying on backcountrypilot.org.
I did find a flying blog by Adam N. Rosenberg, another PA-28-180 owner that outlines his backcountry flying. Piper Flyer published an article by Rosenberg a couple of years ago. See Resources at the end of this article for more information.
These are just a few of the opportunities and adventures out there for light aircraft owners—go find the one that you like best.
Happy flying.
Q: Hi Steve,
I am the happy owner of a Piper Tomahawk. I bought my PA-38 to train in at the recommendation of my uncle, a very experienced pilot. He told me that it’s easier to train if I used the same airplane throughout my training.
I found that advice helpful—for two reasons, really. First I didn’t have to try to schedule my airplane use around other students, and I got to know the airplane I was training in. My uncle also assured me that if I bought a “good” Tomahawk and wanted to upgrade to a faster or bigger airplane, the Tomahawk would be easy to sell.
I have completed my private pilot training and am considering keeping my little Tomahawk. But I’d like a little more performance. Do you know of any upgrades that would boost its performance and increase the useful load?
—Hawk Girl
A: Dear Hawk Girl,
Your uncle gave you some very good advice. Knowing the airplane you’ll be flying goes a long way to lessening “concerns” about launching skyward. (If you’re anything like me, flying always involves “concerns.”)
There is only one performance-enhancing mod for the Tomahawk listed in the FAA’s STC database. Kennis Blackman of Snohomish, Wash. developed the Sparrow Hawk engine upgrade for the Tomahawk. The Sparrow Hawk upgrade boosts engine horsepower from the original 112 to 125 hp by installing high compression pistons.
The Sparrow Hawk engine upgrade is available from Air Mods NW in Granite Falls, Wash. The full cost of the Sparrow Hawk engine upgrade—including all paperwork and approvals and a set of high compression pistons—is just over $2,100.
For around $500 more, a set of pre-cut materials for the oil cooler mount and an oil cooler plenum assembly can be added. The labor to remove and replace the cylinders and install the new piston set should be around 10 hours. The Sparrow Hawk upgrade boosts climb rate and has been successfully installed in Grumman American AA-1 airplanes and the Cessna 152.
As far as modifications for enhanced performance, that’s about it. In spite of the shortage of “enhancements,” the PA-38 Tomahawk is a respectable cross-country cruiser, is comfortable due to the wide cabin and large windows, and is affordable to buy and fly.
Happy flying.
Q: Hi Steve,
I am the proud owner of a late model Twin Comanche. I’d like to know a little bit more about the seatbelt airbags. Can they be installed in my PA-39? Cost? Labor to install, etc.?
Thanks,
—Tom Twin
A: Hi Tom,
Seatbelt airbags for the pilot and copilot seats are approved for installation on your PA-39 under an STC issued to the AmSafe Corp.
I talked with an AmSafe company rep who told me that the typical installation time on a Cessna 182 is eight to 10 hours for each kit. I’ve heard that the kit can be installed by an experienced installer in as little as six hours in a Comanche.
The kit includes everything needed for the two seats and all equipment. Equipment includes an electronic sensor module (ESM), wiring and tubing, and a cartridge charged with helium argon gas.
The ESM contains two sensors. The first is a force sensor is set to trigger when a deceleration of nine or more gs is detected and the second is a duration sensor that triggers when the duration of the deceleration is greater than 45 milliseconds. Both sensors have to trigger to initiate the inflation process.
After inflation the bag will begin to deflate in three to five seconds to permit movement.
In the past the seatbelts have been quoted at prices as low as $1,000 per seat; list price is much higher but I have found where certain owner’s groups have been able to negotiate a lower group price.
The approved model list (AML) for these seatbelt airbags covers a very wide range of GA aircraft. I’m currently looking hard at installing a set in my Comanche.
Happy flying.
Know your FAR/AIM and check with your mechanic before starting any work.
Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and the proud owner of a 1960 Piper Comanche. He lives in Paso Robles, Calif. with his wife Audrey. Send questions and comments to editor@www.piperflyer.com.
RESOURCES
Opportunities and adventures
Angel Flight West
angelflightwest.org
LightHawk
lighthawk.org
Shortfield.com
shortfield.com
Backcountry Pilot
backcountrypilot.com
The Adam N. Rosenberg web page
the-adam.com
“Welcome and Able: A Cherokee Flies in the Backcountry” by Adam Rosenberg. Piper Flyer, January 2011.
PA-38 Mods
Seatbelt airbag conversion
AmSafe
amsafe.com
