Maule M7-235C
January 2016Volume LXXXINumber 1Theconsumerresource forpilots andaircraftownersMaule M7-235C:It has STOL performance, a respectable cruisingspeed and good fit and finish. page 12How much of a loss will you take? page 4Lightspeed goes wireless page 9Gl SandasePa s Pa l’sge ne2 lTailoring your flight review page 164 AIRCRAFT APPRAISALS16 MAXIMIZE THE FRAn insider’s view of the misunTips and products to get thederstood appraisal industrymost out of your flight review23 SERVICING THE TIRESDo you really need to refillthem with nitrogen?9 LIGHTSPEED TANGO ANR 20 AUDIO PANELS FOR LSAA warts-and-all look at LightWe put the latest lower-costspeed’s new wireless headsetaudio systems on the bench24 USED CESSNA 182From straight tails to glasspanels, the market is rich
F I R S TEDITORLarry AnglisanoSENIOR EDITORRick DurdenEDITORIAL DIRECTORPaul BertorelliCONTRIBUTING EDITORMichael SimmonsSUBSCRIPTION DEPARTMENTP.O. Box 8535Big Sandy, TX OR CANADASubscription ServicesBox 7820 STN MainLondon, ON 5W1CanadaREPRINTS: Aviation Consumer canprovide you or your organizationwith reprints. Minimum order is 1000copies. Contac t Jennifer Jimolka,203-857-3144AVIATION CONSUMER (ISSN #0147-9911) ispublished monthly byBelvoir Aviation GroupLLC, an affiliate of Belvoir Media Group, 535Connecticut Avenue,Norwalk, CT 06854-1713. Robert Englander, Chairman and CEO; Timothy H.Cole, Executive Vice President, EditorialDirector; Philip L. Penny, Chief OperatingOfficer; Greg King, Executive Vice President, Marketing Director; Ron Goldberg,Chief Financial Officer; Tom Canfield, VicePresident, Circulation.Periodicals postage paid at Norwalk, CT,and at additional mailing offices. Revenue Canada GST Account #128044658.Subscriptions: 84 annually. Bulk rate subscriptions for organizations are available.Copyright 2015 Belvoir Aviation GroupLLC. All rights reserved. Reproduction inwhole or in part is prohibited. Printed inthe USA.Postmaster: Send address corrections toAVIATION CONSUMER, P.O. Box 8535, BigSandy, TX 75755-8535. In Canada, P.O. Box39 Norwich, ON NOJ1PO, Canada. Publishing Agreement Number #400164792 The Aviation ConsumerW O R DSANDEL’S FIVE DAY GLASS PANELCan shops really retrofit Sandel’s new Avilon integrated flight deck, which includes an advanced autopilot—in a King Air—in five working days? Gerry Blockat Sandel Avionics believes so. I’m skeptical because it’s challenging to install asingle-screen Aspen PFD in a Skyhawk in one shop week, especially for smallershops. Tearing down (and building back up) a King Air isn’t easier. I was onceon a team that retrofitted a Garmin MFD,TAWS-B and a satellite phone in anold E90 and it took the better partof three weeks, including FAApaperwork, flight testing and aDER signoff.Sandel’s new Avilon, withits prefab design, hints that thelabor effort for large projects could bechanging for the better. You don’t haveto own a turboprop to appreciate thebenefits of getting the project off thehangar floor quickly. As we report in theaircraft appraisal article on page 8 ofthis issue, the hit you’ll take on the labor portion of an avionics project whenyou sell is enough to make you cry.The labor-gobbling realities of most upgrades means shops are bogged downwith repairing existing old wiring harnesses (spaghetti, as we called it in theshop), building new ones, plus the gutting of the cabin to gain access and lay itall in. After all that, it’s time to put it all back together. Sandel attempts to tamethat dragon, supplying the Avilon suite mostly assembled, with prefabricatedwiring harnesses wrapped in protective sheathing and even sending new drop-inreplacement instrument panels. Rather than large remote mounted processors,the Avilon architecture is made of small LRUs, or line replaceable units runningacross a common databus. That’s one configuration in the photo above, rackedbehind the pilots PFD.LRUs aren’t new and they’ve been the backbone of Garmin’s G1000 andG500/600 integrated avionics for years, often scattered about the airframe. Andthat’s where the intense labor comes into play—running harnesses here andthere—while relocating existing systems to accommodate large AHRS processors,air data computers and other accessories. But Sandel designed its weight-savingLRUs to be self-contained in one small area and easily accessible by folding downa hinged door on one of the instrument panels, or containing the LRUs in onecentral location in an existing avionics bay.Sandel designed its network to work with other brands of vintage avionics,but that isn’t necessarily a time saver, since shops will have to work with existingwiring. The Avilon’s autopilot utilizes the existing autopilot servos, saving the effort of pulling the old servos and rigging new ones deep within the airframe. Thesystem is also compatible with Garmin’s GWX-series weather radars (and others), since Garmin utilizes an Arinc bus for interconnection with the display andAHARS pick-off. Software compatibility remains a concern when mixing brands.There is growing competition in the turboprop avionics retrofit market, withSandel boldly advertised a fly-away price of 175,000 (the system is still in theSTC process, so it’s still early to tell just how realistic that price is.) What is realistic is the 300,000 fly-away price for Garmin’s G1000 King Air retrofit. ElliottAviation’s Mark Wilken told me the G1000 doesn’t sell itself. In other words, atthis price point, the sales department works hard. His shop completes G1000King Air retrofits in three weeks, but all harnesses are ready before the aircrafteven arrives, plus the aircraft is crewed by large teams in two shifts. Like me,Wilken thinks Sandel is underestimating the time required for reassembly, paperwork, configuration and testing. Even BendixKing told me it might require 1200hours of labor to install its AeroVue glass suite (still in certification) in a King Air.For these reasons, all eyes are on Sandel for an easier way.—Larry Anglisanow w w.av iat ion con sume r.comJanuary 2016
L E T T E R SWHAT’S SO BAD ABOUTVACUUM SYSTEMS?You guys produce a great magazine—keep up the good work. But, regarding your December 2015 articleabout switching to electronic attitudegyros, you actlike maintaining a vacuumsystem is akinto electrics inan old British sports car.Now the FAAis joining thebandwagon ofbashing vacuumsystems. Vacuum systems are notthat bad.I have flown my Beechcraft Debonair 3900 hours over 20 years in allkinds of weather, including approaches to minimums and in icing andthunderstorms. My vacuum systemhas never failed. I replace the wetpump every time I replace the engine, which the last time was at 2250hours. My gyros are reliable, probablybecause I fly frequently. My vacuumattitude gyro failed once right after Ibought the plane probably becausethe last owner did not fly much. Myvacuum directional gyro was replacedonce due to excessive precession andwill need to be replaced again soon.My RC Allen backup electric attitudegyro also failed once. New vacuumgyros cost 800 new, on average, or 500 for overhauled ones. Electronicattitude gyros cost 5000 to 8000.I’ll keep my vacuum system.Mike McNamaravia emailPerhaps we were a bit too hard on thevenerable instrument vacuum system,Mike. But not all owners enjoy thefavorable reliability you’ve experiencedin your Debonair. As you noted (in afollow-up discussion), you don’t havean attitude-based autopilot like theBendixKing KFC-series, as one example.The vacuum-driven attitude gyros forthese autopilots are shockingly expensiveto overhaul—far more than the best-case 500 overhaul you describe. Electronicmodels promise to keep these long-termcosts under control. But as we noted inthe article, the BendixKing KI300 isJanuary 2016the only electronic attitude gyro withautopilot pickoff, so the problem isn’tsolved.LYCOMING FUEL PUMPSI am writing to give you a heads upabout a problemwith new Lycomingfuel pumps, whichhas turned into aLycoming mandatory service bulletin.The pump that cameinstalled on a factoryremanufactured engine for our MooneyM20J initially wept acouple of drips of fuel when the engine was shut down, but by 25 hoursof operation it was pumping 1 GPHout the overflow tube.When I asked AirPower (thesource for our engine) for a warrantyreplacement, I was told it would befour to six weeks because so manypumps were defective. I was givenpermission to alternatively buy aTempest fuel pump so we couldget the aircraft back in the air. Wereturned the defective pump and thenew one to AirPower, but immediately received invoices from Airpower requesting 421.16 for the replacement fuel pump sent by Lycoming.I submitted to AirPower the laborbill for swapping the pump, the costof the Tempest replacement andthe freight charges. AirPower says ittakes six weeks to resolving warrantyclaims, but I considered myself luckyto be reimbursed anything for myout-of-pocket expenses in 30 days.Paul Lisowskivia emailLycoming’s mandatory service bulletin621A states it will pay (through an authorized distributor) for reimbursementof the replacement pump, freight chargesand no more than 1.5 hours of removaland reinstallation labor. If a genuineLycoming pump is not available, it allowsthe substitution of an FAA and PMAapproved replacement. Sounds like youdid everything right.Lycoming says roughly 1800 pumpsare affected and is caught up on replacements. AirPower’s Michelle Barnes toldus she isn’t aware of any backlog in thew w w.av iat ion con sume r.comprocessing of claims and has a dedicatedwarranty department to handle them.She said while every case is different,AirPower will coordinate the swap, evenwithout having the failed pump in hand.Warranty consideration is available untilSeptember 2016, which is one year afterthe release of the service bulletin.GARMIN PILOT APPROACHI have the Garmin Pilot app andquestioned Garmin customer serviceabout it not including initial approach procedures in the flight planfeature set (Garmin did add SIDs andSTARs to flight plans).Garmin customer service repliedthat the reason IAPs have not beenadded to flight plans is becausethe FAA is so strict on IFR-certifieddevices. It acknowledged that ForeFlight and other app makers havebeen getting away with IAPs.This response is baffling becauseneither the Pilot app or the iPad onwhich it runs on are certified devices, so they would not be under theregulatory jurisdiction of the FAA.Robert JosephsChicago, IllinoisShould you crash, anything in theaircraft could be under FAA and NTSBjurisdiction, but we get your point. Weasked Garmin’s Jessica Koss about thedata. “Adding instrument procedurewaypoints to a flight plan is on Garmin’sroad map as it continues to expand theGarmin Pilot interface,” she said.CONTACT USEditorial Office860-614-1987E-mail: consumereditor@hotmail.comSubscription DepartmentP.O. Box 8535Big Sandy, TX 75755-8535800-829-9081Online Customer Service:www.aviationconsumer.com/csUsed Aircraft Guides:203-857-3100E-mail: customer service@belvoir.comFor weekly aviation newsupdates, see www.avweb.comThe Aviation Consumer 3
A non-flying spouse was certainthe old Apache in the field wasin prime condition, but an appraisal inspection quickly provedotherwise.AIRCRAFT OWNERSHIPAircraft Appraisals:Field Research is CriticalValuations based solely on price publications can leadto bogus price setting. Creditable appraisal reportsaccurately account for refurbishment and mods.by Michael SimmonsWhat is the average buyer,banker or layperson to do ifthey need to know the valueof a specific aircraft? Many turn tonumbers reported in price publications or the asking prices on aircraftsales websites, believing the information is accurate, but this can be anexpensive mistake.The growing refurbishment trendfor aging airframes, plus the highprices of avionics retrofits, makes thevaluation process even more difficult. That’s why a formal appraisalreport that’s skillfully prepared by atrained and experienced appraisercan yield more accurate figures thanback-of-the-envelope guesstimates.In this article, I’ll offer an insider’slook at the aircraft appraisal marketand discuss how the pros determinethe value of used aircraft. Additionally, I’ll show how full refurbishmentlabor and avionics retrofits impactthe overall value of the aircraft.PRICE PUBLICATIONSSeveral years ago, I had a contentious discussion with a broker sellingan aircraft that I appraised for a4 The Aviation Consumerbanking client. The broker challenged me because the appraisalresults came in about 20 percent lessthan the negotiated price.The broker suggested I didn’tknow what I was doing and said hewas an expert at using a particularpricing publication. If I had onlyused the publication properly, heargued, the deal would have workedout fine. He went on about all theequipment that had been added tothe aircraft as part of a recent avionics upgrade, and as he identified eachitem I checked to be sure I includedit in my analysis. He simply addedthe cost of all this equipment to thespecified average retail value in orderto arrive at his final opinion of theaircraft value. Turns out, this wasabove the negotiated price—indicating that the buyer was getting a greatdeal.When I asked if he accounted forthe removed avionics equipmentin his analysis, the silence on theother end of the conversation wasdeafening. As a so-called expert, heshould know that the average retailvalue used as the starting point inw w w.av iat ion con sume r.comthe publication is nothing more thana mathematical model containinga specific configuration of avionics,as well as other parameters. Without making any adjustment for thisoriginal configuration, he effectivelyequipped this single-engine pistonaircraft with two autopilots, fournavcomms and two DMEs. Thatsurely wasn’t the subject aircraft.I then asked him about the missing logbook I noted during my fieldresearch and how he or the pricepublication handled those situations.His response was that the missinglogbook didn’t matter. I explainedthat missing logbooks and maintenance entries did matter, as roughly30 percent of the aircraft’s life couldnot be accounted for. This made itimpossible to verify the total airframe time, any previous damagehistory and other issues the aircraftmay have been involved with duringthis period.The market places a financialpenalty on aircraft in these types ofpredicaments, but price publicationsdon’t address these and other uniquesituations. The sales broker certainlydidn’t, and it was clear he was interested in setting a value that promoted a certain narrative. My objectiveas a professional aircraft appraiserwas in reporting a creditable andreliable opinion of value—twoC H E C K L I S TNAAA-backed appraiserscan be your ally whenworking with banks tofund refurb projects.Pricing publications areonly a starting reference.Mods and damage needcloser evaluation.Sellers lose big time onlabor-intensive avionicsupgrades. The marketdoesn’t credit labor costs.January 2016
very different objectives. I continuedto explain that I was using a currentdatabase that was based on actualselling prices of similar aircraft. Thedatabase was developed for the solepurpose of appraising aircraft, versusnumbers in a book that are based oninformation provided by subscribers.He offered no compelling argument that my research and resultingopinion of value were incorrect, somy report would stand as written.Although this discussion occurredseveral years ago and involved asingle-engine piston aircraft, it couldhave easily occurred yesterday andmight have involved a business jetworth millions of dollars.While offering some resources,trade publications are seldom muchhelp when appraising aircraft because the asking prices vary wildly.The same can be said for aircraftsales websites.Many believe that publicationsor websites are the answer when theneed arises to discuss market value,but publications are in the publishing business (versus the aircraftappraisal business) and generatetheir revenues from subscriptions.The small print in their disclaimerclearly states that the publication ismeant to be a general guide only andshould not be used to appraise a specific aircraft. This is due to the manyvariables involved, but the data tendsto be used—or misused—for thatpurpose anyway.There is no indication the publication data tracks anything morethan what someone submitted tothe publisher and no indication thatthe data has been validated in anyway. Further, I have not found anyconsistency in the strategies behindthe establishment of asking prices—other than finding the highest pricedaircraft for that year model and thenadding a percentage or two on top ofthat. In many cases, the advertisedaircraft are simply priced excessively for what they are in the currentmarket. There are also issues notaddressed in value publications, suchas missing logbooks and maintenance entries, which some evaluatorstend to ignore. To the average buyerand seller, these errors wouldn’t benoticeable, but to the professionalappraiser the errors can have a significant impact on the final opinionof value. This is one reason there areJanuary 2016You want to borrowhow much moneyfor that refurbished1980 Saratoga witha 100,000 glasspanel? Professionally prepared appraisal reports arebecoming essentialin the growing refurbishmentmarket.vast differences between the resultsof a professional appraiser and anevaluator. There is a difference.Worth noting is aircraft that sellthe fastest are generally those whichare priced more in line with thecurrent market. There are exceptionsof course (warbirds and classics, toname a couple), but piston aircraftthat are priced correctly tend to sellin about 90 to 120 days. Still, whenI am acting as a buyer’s agent, I can’tignore the advertised aircraft, butthere are better valuation options outthere and this is what buyers ask meto find. Additionally, I can quicklydetermine from the advertised aircraft which ones are priced withinreason or may have undiscloseddamage, for example.Unlike real estate, where an appraiser might go down to the localcourthouse to see what a similarpiece of property sold for, there isno such resource for aircraft. Evenif there were, the selling price alonewould be somewhat meaninglessw w w.av iat ion con sume r.comwithout context. In other words,without a detailed inspection, itwould be impossible to know thespecific attributes of the aircraft inquestion with any certainty. Moreover, these attributes could have amajor impact on the selling price —or the ability to get an improvementloan for the aircraft.The other problem is the aircraftappraisal industry is unregulated,which means that anyone can claimto be an aircraft appraiser withoutany background, experience, knowledge or training. Surprisingly, thereare no requirements to physicallyexamine the aircraft or any logbookswhen slapping a value on it.THE NAAA STANDARDBack in the 1970s, several bankersquestioned the accuracy and detail ofthe aircraft value publication of thetime and needed something moredetailed and accurate when financingand leasing aircraft. The result wasan aircraft valuation database, alongwith a process that collected actualselling prices of aircraft from creditable and reliable sources, which alsoincluded specific details about theThe Aviation Consumer 5
It’s a mistake to simply add theshop’s total invoice to the valueof an aircraft when accountingfor major aftermarket mods likeextended range fuel tanks, left,photo. Labor costs aren’t credited.aircraft itself. It’s important to notethat these details were obtained fromphysically examining the aircraft andits maintenance records.The details were compiled ina comprehensive report, whichincluded a calculation page and theappraiser’s signature. Over the years,the gentleman who developed thissystem turned it into a national service organization and began certifying members to be aircraft appraiserslong before there was any type ofcertificat
in your Debonair. As you noted (in a follow-up discussion), you don’t have an attitude-based autopilot like the BendixKing KFC-series, as one example. The vacuum-driven attitude gyros for these autopilots are shockingly expensive to overhaul—far more than the best-case 500 overhaul you describe. Electronic models promise to keep these long .
MAULE AIR, INC. 2099 GA Hwy 133 South, Moultrie, GA 31788 / Phone (229) 985-2045 / www.mauleairinc.com Models, Equipment, Colors and Other Items Are Subject To Change At Any Time Without Notice. 2019 Edition 10012018 MAULE
Manufacturers of Fine STOL Aircraft 2099 Georgia Highway 133 South – Moultrie, GA 31788 Sales Phone (229) 985-2045 ext. 230 –Fax (229) 890-2402 2011 Maule Aircraft Buyer’s Guide www.mauleairinc.com Pe
Revised: 6-17-21 (STC) SE8409SW Beechcraft Bonanza Cessna 170, 172 Maule Navion IO ITEM NO. NOMENCLATURE QTY. 1 SLEEVE 1 2 SPOOL 1 3 COPPER GASKET* 2 *AN900-28 copper gaskets are used on all models except model C6LC-11/15 which uses AN900-29 copper gaskets. AIRCRAFT CO-300 Beechcraft Debonair Globe Swift Maule C6LC-L (STC)SE09356SC
Pantone 235C Process system Cyan 5 Magenta 100 Yellow 0 Black 40 RGB system R 151 G 0 B 94 Pantone 2593C Process system Cyan 67 Magenta 92 Yellow 0 Black 0 RGB system R 128 G 55 B 155 Pantone Cool Gray11C Process system Cyan 0 Magenta 2 Yellow 0 Black 68 RGB system R 77 G 79 B 83 Pantone Magenta Process system Cyan 0 Magenta 100 Yellow 0 Black .
THE NAMELESS WAR by Captain Achibald.H.Maule Ramsay Britons Publishing Company London 1952 Reprinted 1956, 1977. Other reprints in Australia and elsewhere.
2.2.1 Reinforced Concrete Construction 9 2.2.2 Confined Masonry Construction 10 2.2.3 Regional Variations in Construction 10 . as well as to collect empirical data on . conditions at the measurement site are known). In cont
manual, prior to assembly, setup or use, in order to operate correctly and avoid damage or serious injury. Safety Precautions and Warnings 14 AGE RECOMMENDATION: Not for children under 14 years. This is not a toy. WARNING AGAINST COUNTERFEIT PRODUCTS: If
A01 , A02 or A03 Verification of prior exempUcivil after exempt service must be on file with the X appointment (when appointing power. there is no break in service). A01 , A02 or A03 (to Copy of employee's retirement PM PPM X a permanent release letter from PERS must be 311.5, 360.3 appointment) after a on file with the appointing power.
