Scudrunners

I come across pictures like this while browsing various posts on FB and elsewhere. This is of a Piper Arrow II Panel posted on a FB group (other picture was of the Hershey bar wing)

That is a pretty sweet panel especially on a PA-28 R200
And don't get me wrong I don't want / mean to sound like i'm slagging the owner of this plane.

Obviously I don't know him or the story of this plane, just a guy on FB posting a picture of his plane on a trip.
After all that's what aviation is all about, getting out there and flying these machines.

This got the gears turning,
that panel is a 60K USD install.
https://www.gulfcoastavionics.com/avion ... tions.aspx
Trade A Plane is showing several Arrow II ranging in price from 59K - 98K
https://www.trade-a-plane.com/search?ca ... e=aircraft

Now if your plane is out working every day all weather then sure I could justify the expense of such a retro fit and heck maybe you got the bucks giver.
But I'd bet that most of these planes sit around and maybe fly 50 hours a year on nice VFR days perhaps a little IFR thrown in for sport.
So why on earth does a Piper Arrow 2 cruising at 130 Knots need avionics that cost more than the plane?

I remember a guy at my old airport, decades ago. Had a full IFR
Bendix-King top of the line panel in his 152. I am not making this
up. Again, panel worth more than the plane. Physics guy, worked
at JDS Uniphase? Long time ago.

I don't get it either. I think my problem is that aviation is very
different for me, than it is for other people, many of whom view
it as merely a full-motion Microsoft Flight Simulator.

The fact that their aircraft are terribly poor IFR aircraft - no fuel,
no speed, no range, no altitude capability, no ability to handle icing,
etc - doesn't seem to enter their video game consciousness.

Reminds me. Eric and I taxi out in the two biplanes a couple days
ago. Two nose wheel aircraft - I think a 172 and a Cherokee - were
parked so that they wasted almost all the runup area short of the
threshold. We wedge the two biplanes into a tiny corner.

Pilots of nosedraggers had the heads down, doing incredible checks
worthy of four engine bombers. Eric and I complete our runups and
checks, I call Tower that our flight is ready for takeoff, and we are
cleared. We taxi past the nosedraggers and do a formation takeoff
with hand signals, and the nosedragger pilots still have their heads
down, doing their incredible checks that are required to prepare for
takeoff in a fixed-prop, fixed gear single. That's aviation, to them.

Pretty fucking sad, when you think about it. I know, I'm a Bad Person™
because I don't need a checklist. Got that.

pilots still have their heads
down, doing their incredible checks

I think that just about covers the whole state of today's aviation. Looking out the window is a lost art. Guys thinking a radio call and a 5 minute traffic advisory will be all they need to create the desired separation, damn, blind man's buff new tool in aviation safety.

I'm updating my 182's panel to bring it to the 21st century, tomorrow... This add's about $10k-ish to the hull value. If you think this cost's $10k you are willfully ignorant.

I can justify the expense, as the 3 dudes that fly it are fair-weather fliers only, and making it a comfortable IFR capable bird (all three are airline pilots) means they fly it more. Thus generating a little more $$ for me.

Trying to sell my Stinson 108 a few years ago, it had 1100 SMOH and if I recall (can be a little off) the Franklin has a 1250TBO, something stupid low. I was asking $18K and had a bunch of tire kickers, and a few guys saying its almost at TBO, an overhaul would cost $30k+... Not sure about Canada, but here TBO is recommended not required for part 91 flying. The Colonel has said a million times why TBO isn't the measure for an engine. Point being, the Stinson wasn't worth $45k with a 0 time engine. I ended up selling it for pennies. I flew it for 227 hours, which translate to about 200 total miles.

I've had my 180 for 3 years, of which 7 months it was down for the panel upgrade. I have 431.9 in it now. I'm flying down to Tampa next week, since Canada won't let me in, that'll be another 25-30 hours. I think I'm the exception, rather than the rule for flying.

Company got a “new” 206 out of Manitoba.

I had time in 205, 207 and only about 5 hours in an actual 206.

Picked it up and took it up north via YXD and YCW for avionics and interior work. Was kind of fun hopping out on Westjets old 737-200 in a few hours and having a company expensed cocktail.

Then the next day retracing the route with the mighty IO-520 in front of me providing luke warm heating on cold Prairie Winters days.

Once up north she was put right to work doing ice jam patrol and caribou surveys. All told I put 100 hours on her in short order.

Picking it up from it’s 100 hour inspection in YXY the owner was there and tosses me the POH still sealed in the wrapper from Cessna.

They had placed in the glove box when getting it ready to fly out after the pre buy and sale.

“Jesus Christ man, could you at least humour me and flip through it once so it looks good if we get ramped”

Why it’s just a big 172 with a blue knob?

the 3 dudes that fly it are fair-weather fliers only

Please. In-flight, reach over and turn off the master switch, and ask
them to take you back to the airport, join the pattern NORDO and land
and taxi in, still with the master off.

The electrical system is allowed to fail, and when it does, all that
fancy stuff goes dark and it's time to

LOOK OUTSIDE

206 .. a big 172 with a blue knob

All you really need to know, is the fuel system. Tanks, plumbing,
pumps, gallons useable fuel.

It would be nice to know a cruise power setting (MP/RPM/mixture)
so you can figure out your knots true and your GPH, but if you make
the first leg a short one, you can calculate that from your first fuel
receipt.

Not sure about Canada, but here TBO is recommended not required for part 91 flying

Canada is the same. The very first day after the engine is installed
in a privately-registered aircraft, it's "on condition".

When it fails, it must be repaired, regardless of flight hours and
calendar years. Could be 1 day and 1 hour when it needs and overhaul,
could be 100 years and 100,000 hours. TBO is a statistical concept
only applicable to commercial ops, and only then as a starting point.

One of my engines is untouched since it left Mobile, AL over 50 years
ago and it runs great. Ok, I did rings and exhaust valves and guide on
the two rear cylinders a couple decades ago, but the crankcase has
never been split, and all the jugs are original.

The biggest problem for private aircraft engines is internal corrosion
from lack of use. No one cares, but I use Camguard. Lots of it. I like
to run 10% so I can smell it in the airplane on final, with the throttle off.

My second to last spruce order:

Good man. Camguard is essential for privately-owned Lycomings
to protect the cam lobes/lifters and cylinder walls, from corrosion.

Even Continentals, which don't have anywhere near the problem with
internal corrosion, really benefit from Camguard if they don't fly enough,
because it virtually eliminates exhaust valve sticking after a period of
disuse.

That sh1t is magical. I try to stay away from the "plus" Shell oils like
W100+ (same additives as in 15w50) because that sh1t is expensive
and attacks your seals, and promotes oil leaks, and doesn't protect
against internal corrosion and valve sticking like Camguard.

I wish I was sponsored by them.

Get a cheap oil - W100 (summer) or 20w50 (winter) - and add Camguard,
which is the additive package that you want, if you don't fly every day.

5% is ok. 10% is better, and makes a very good preservative oil, esp
if you live where there is any humidity or salt.