The Magazine of the Malibu4Uiage Ownem and Pibts Association Volume 1 Wmbor 3 May 1992

Publisher
The MalibuaMirage Magazine
is published by
The Jemar Company
on behalf of
The MallbuaMirage Owners and
Pilots Association.
Send all publishing inquiries,
manuscripts and photos to:

The Jemar Company

Post Off ice Box 460
Valdosta, Georgia 31603
(912) 244-1568
FAX (912) 244-2604
IFC INC. - ADVERTISEMENT
SPOILERS,
4 PRESIDENT'S
LETTER - SYWEINER Officers 81Directors
Sy Welner
President and Board Member
Jan Kllnck
Vice President and h a r d Member
Mark Swatek
Seaetaryrrreasurer
FROMM*MOPA HEADQUARTERS and Board Member
HEATHER BLANCHARD John Foster
Board Member
MED+ FACTS- RICHARDA. PERSHAU, M.D. Stanley Rand
MALIBUCOALITION UPDATE - JOHN FOSTER Board Member
Steven Barnett
MALIBUSPOILERS- SYWEINER Board Member
CHECK-IN- MEMBERS' FORUM
NTSB &PORTS/AOPAAIRSAFETY FOUNDATION Executive Director
MACHEN LETIERRE: ENGINE RETROFITS - JIMCHRISTY
Heather Blanchard
DIFFICULTY
SFRVICE REPORTS 341 Albion Street
MALIBU~MIRAGENOISE REDUCTION- BU PRYMAK Denver, Colorado 80220
(303) 399-1440
WERLHOF AVIATION INSURANCE - ADVERTISEMENT FAX (303) 394-2539
A ~ EMALIBUS TRAINING - ADVERTISEMENT

DISCLAIMER
The comments, artlcles, stories , let-
ters and lnformatlon contalned In thls
magazine are the personal oplnlons of
-
-
the writers and are not and are not to
be construed to be offlclal policy or
commentaryof the Mallbu-Mirage Own-
ers and Pilots Assoclatlon.
Nelther the Assoclatlon nor lts dlrec-
tors,officers nor the publisher glve any
offlcal sanction to any artlcles, storles,
lettersor Information contalned herein.
THE PILOT IN COMMAND IS RESPON-
SIBLE FOR THE SAFE AND PROPER
OPERATION OF HlSlHER AIRCRAFT
AND IT IS THE RESPONSIBILITY OF
THE PILOT IN COMMAND TO OPER-
ATETHAT AIRCRAFT IN COMPLIANCE
WITH THAT AIRCRAFT'S PILOTS OP-
ERATING HANDBOOK AND OTHER
OFFICIAL MANUALS AND DIREC-
TIVES.
 bean safaris let me know what your Orlando TCA are easier and on a busy
thoughts are. Sunday I had to transition close to it
anyway. I did not expect things to
If you think you have an outstanding deteriorate as they did and almost result
repair facility, let us know and we will in a another statistic.
be happy to interview them and publish
a story on your experiences. Let us First, the approach frequency I used for
know. hundreds of hours disappeared from
short term memory and I asked some-
The annual meeting is moving for- body in the FBO what it was. That is
ward and we have taken your sugges- signalnumberone. Then as I approached
tions from the past meeting to im- Ocala I was fiddling with the automatic
prove content and form of the meet- AWOS on comm 2 as I was listening to
ing. Also, there is a group who is center on comrn 1 and lost some trans-
considering taking a post-convention mission as I was trying to do two things
side trip perhaps to Grand Canyon ... at once.
interested?? Let Heather know.
Sy Weiner That was signal number two. I asked
President and Board Member I would like to take this opportunity to the controller to keep me up high so I
thank all of those who have written a could test the spoilers which he did I
response to the NPRM regarding the entered downwind to the north to land
vacuum light. I understand that there is to the south. I was following a C-130. I
also a move underfoot to be able to was stiU fooling around with the spoil-
You will notice we have added a new substitute the turn coordinator with an ers since I was still high on the down-
-
section to our magazine Med-Facts. electric attitude indicator -if this were wind.
so it would be another great leap for-
Dr. Perschau is an actively practicing
anesthesiologistand aretired flight sur- ward for safety. Finally I lowered one notch of flaps and
geon. He has so kindly agreed to head since I have some problems with my
up this area of sorely needed informa- I am looking forward to our continued flap selector handle the horn went off
tion regarding medical facts which can growth in members and benefits as our and I knew it would disappear when I
impact on the use of our machines. His society matures. Hope to see you all in lowered the gear. No sweat. I came
first article deals with the hypobaric Santa Fe. around for the landing keeping a close
environment, where we normally fly eye on the heavy traffic and was still
and we are looking forward to many Write to me anv area of interest to share slightly high on the approach so down
more articles in the future. with our members. My Fax# is (904) came the spoilers for a moment- why
761-0745. not.
Now thatthe AD is past us, thanks to the
efforts of the Malibu Coalition, Piper And then, there's this ... Finally 2 notches of flaps and the plane
factory and all members of the M/
MOPA, we are now critically looking at
the SCR report for purposes of imple-
On a clear bright sunny afternoon I left
to go to Ocala from my home base and
r
was still floating so all fla came down
and still floating. About 00feet above
the ground as I came to land long, I
menting some of their recommenda- I was late for a first time meeting and I glanced down at the panel and lo and
tions. More of this will be published in was ticked off at my wife for her lack of behold, no green lights. I was sure 1put
futureMalibu Logs. We are also hoping appreciation of an extension of the head the gear down.
to incorporate the Coalition into our phones to the rear of the craft. I was
government committee anddiscussions fuming but I needed to go tothe meeting There was an immediatego around with
will move forth in that direction during and had minimal fuel but enough to get positive rateof climb. I asked theground
the next few months. to Ocala, a short hop of 25-30 crew while I was going around whether
minutes,with reserves. the gear was down on approach and
We need to hear from you all regarding they saidno. I came around for anormal
any interesting maintenance or flying Also I had a new toy on the craft - landing after switching the daytnight
experiences you have had with the PA- spoilers, and I was itching to put them switch to day.
46. Please write to us so they can be through their paces. I was mad at the
shared in the Magazine. controllers and in a sort of rotten mood My wife said she heard the horn all the
But1 hadpromised1 wouldbe there and way in especially on final. I did not. So
I am also looking into the possibility of there was no weather reason not to go. a calamity was avoided by sheer repeat
a flying to Guatemala or Costa Rica if It was a simple flight I have made a check.
the political and safety issues can be hundred times before. I usually file IFR
handled. If there is interest in Carib- because the movements through the Continued on P w 16
 MaUbu4hgw Maguins

his is the third in a series of articles 2) Malfunctioning VAC (variable ab-

.boutmaintenance of Malibu series air- solute pressure controller).
.raft. In the first two articles, I dis-
.ussedthe Continental BE engine. For Preventive Measure
he benefit of Mirage owners, I will
levote this article to discuss someof the 1) Lubricate wastegate actuator valve
:ommon problems of the Lycoming every 100hours or at annual inspection.
[10-540-AE2Aengine. Lubricate more often or overhaul the
valve if problem is persistent.
The format will be the same as in the
~reviousarticles. I will fmt provide a NOTE: It is very important to takenote
ist of common symptoms, which will of engine indicators' readings when-
)e followed by a list of possible causes. ever engine surges. These notations
~ s t l yI, will list a few measures that will be invaluable to your mechanic in
:an be taken to help eliminate or mini- diagnosing your problem.
nize the occurrence of these problems.

Symptom
Kevin Mead Symptom
1) Manifold pressure indicator dra-
Director o f Maintenance for 1) Engine surges at high RPMs nor- matically exceeds "red-line" at take-off
SkyTech, Inc. in Baltimore, one of mally during takeoff and climb. RPM and adjustment of the VAC will not
the largest Piper Service Centers in 2 n d fuelflow indicatorsfluctuate rap- correct the problem. This symptom
theU.S., which specializesinMalibu idly. Magnetos check normal during should not be confused with occasional
preflight run-up. slight variations in red-line manifold
maintenance. pressure setting.
Possible Causes
Kevin is a graduate of the Spartan Possible causes
School of Aeronautics and holds an 1) A magneto has failed usually due to
FAA Airframe and Powerplant li- a defective coil. Insufficient point gap 1) Sticking or seized wastegate actua-
cense with Inspection Authorization or oil leakage into the magneto. tor valve.
(IA). He is also a licensed Private
Pilot. 2) Malfunction of fuel control servo. 2) Malfunctioning VAC.

Preventive Measures 3) Blockage of oil hose between

wastegate actuator and VAC or block-
1) Preform intemal inspection of mag- age of hose between VAC and engine
neto. Adjust internal timing at least accessory case.
every 100 hours or at annual inspection.
Preventive Measure
2) Occasionally, perform magneto
checks at full power before take-off. 1) Lubricate wastegate actuator valve
every 100hoursor at annual inspection.

Symptoms
Symptoms
1) Engine surges during climb or at
cruise power settings. 1) Engine runs roughly at cruise power
RPM andfuelflow indicatorsfluctuate settings. Leaning of mixture appears to
rapidly. make engine run more smoothly.
2) Engine will not maintain manifold 2) Engine may quit at idle unless emer-
pressure setting during climb. gency boost pump is turned on. Fuel
pressure warning light will be illumi-
Possible Causes nated.
1) Sticking wastegate actuator valve.
Continued on P a ~ e
12

May 1992 Pago 5

 Recently, in my function as a mem- Association was the only source of
ber of the Contest and Records Board of pilot's licenses in the United States.
the NAA, I had the distinct honor to be NAA was principally responsible for
a participant at the National Aeronautic the enactment of the National Aviation
Association's Awards Ceremony at the Act of 1926, which was the beginning
Smithsonian National Air and Space of our nation's structured airtransporta-
Museum. At that time, I had the plea- tion system
sure to help congratulate Bill Salsburg
for his World Record. Bill, along with Today NAA is the National Aero Club
his brother Paul, Harry Guberman and of the United States. Its primary rnis-
Anthony Biancarosa set their record on sion is the advancementof the art, sport
September 16, 1991 from Reno, Ne- and science of aviation and space flight
vada to FonLauderdale, Florida in their by fostering opportunitiesto participate
Piper Malibu. fully in aviation activities and by pro-
moting public understanding of the im-
This certainly puts some bright news portance of aviation and space flight to
into the otherwise bleak picture the the United States.
Malibu has had to face lately. The type
of publicity that comes with a World Each yeartheNAArecognizes and hon-
Record is positive. The Malibu-Mirage ors those who make outstanding contri-
Paul R. Neuda OwnersPilots Association can benefit butions to the advancement of aviation
from this type of exposure and I invite and space flight. It administers such
President of The Jemar Company. anyone to call me to set up a World coveted aviation and space awards as
Publishes The MalibuaMirage Record attempt. I'll be glad to help. theRobertJ. CollierTrophy, the Wright
Magazine, The Aerostar Log as Brothers Memorial Trophy, the Mackay
well as banking related publica- For those who may not be aware of the Trophy, the Frank G. Brewer Trophy,
tions nationwide. NAA's function, I'd like to share with and others. These trophies are promi-
you the background and purpose of this nently displayed in the Smithsonian
prestigious organization. Institution's National Air and Space
President and Member of the Museum in Washington, D.C.
Board of The Aerostar Owners The National Aeronautic Association is
Association. Member of the the "National Aero Club of the United All of the major sport aviation organi-
Contest and Records Board of The States." It is the oldest and most presti- zations in the United States are mem-
National Aeronautic Association. gious national aviation organization in bers of NAA. These organizationsrep-
the United States. resent every major air sport, from bal-
Holds CMEL+I ratings with over looning to aero modeling.
5,000 hours of flying time, includ- NAA was founded nearly a century ago
ing about 2,000 jet time mostly as the Aero Club of America by the NAA is the U.S. representative of the
accumulated in the Air Force as an Wright Brothers and other aviation pio- Federation AeronautiqueInternationale
Instructor Pilot flying the T-37. neers. In the years to follow, the orga-
nization was perpetuated by such avia- (FAI), which also was founded in 1905,
tion greats as Glen Curtiss, Wiley Post, and is the oldest international aviation
Holds a World Record in the Charles Lindbergh and Amelia Earhart. organization. The FAI seeks to bring
Aerostar 601P. Members today include Jeana Yeager, the people of all nations closer together
Dick Rutan, Arnold Palmer, Cliff through a common bond of aviation and
Robertson and Chuck Yeager to name space activity.
but a few.
Continued on Page 10
Until 1926, the National Aeronautic

May 1992 Page 6

As we continue this series, we have 6,000 ft, the engine immediately quit. then came on - the gage was reading 15
covered the Preflight portion of the test Because we are taught to undo what- psi high and the oil pressure switch on
flight Now let's turn to the taxiground ever we last did in a situation like this, the engine needed adjustment to turn
run and before takeoff checks. I quickly went back to the previous tank the lite on at the proper level vs 30 psi.
- nothing! Then came: mixture rich,
TAXI / GROUND RUN 1 prop full forward, throttle to full power, These are afew of thediscrepanciesthat
BEFORE TAKE-OFF switch mags, fuel pump on - throttle to I have come upon. Keep in mind,prob-
75% power position - still nothing! It ably 85%of all items to be foundcan be
Again, follow the expanded procedures seemedlike 30 minutes passed by, when found up to this point You must be both
as outlined in Section 4 of the POH. the engine finally came back to life at thorough and knowledgeable about the
Don't forget to perform a few checks 5,000 ft. This taught me a valuable Malibu andMirage aircraft to find these
while taxiing to the run-up area lesson - run the engine on both tanks on things. That's why the pilot should be
the ground andnever-ever-neverswitch very familiar with the rurcraft.
These checks should include thebrakes tanks right after take-off.
for not only effectiveness but, also to One last item I must point out that
confirm that left pedal is left brake and Additionally, function test every sys- should becheckednotonly on this flight,
right is right. I once had a parking brake tem during the ground run. Just start at but on every flight you make. The
valve changed in a Cheyenne. My fmt the top left of the pilot's instrument autopilot and its safety features should
turn from the Service Center ramp onto panel and as though you were reading a be checked thoroughly per the instruc-
the active runway about 50 feet away book proceed left to right, top to bot- tions given in the KFC 150 Supplement
produced a big surprise - the left brake tom. Flip every switch, test every lite in Section 9 of the POH. Section 4 -
pedal produced a right turn and vice- and observe that each system, device or NORMALPROCEDURESof the KFC
versa Even after realizing what was indicatorfunctions properly. This is not 150autopilot supplement describes each
going on, 1 had to get a tow from the to be taken lightly, as many discrepan- check required. It even tells us that this
runway, the aircraft was unmanageable cies can and have been found during check is required to be performed prior
to turn. Also, check your turn-and- this phase of the overall test flight. In to each flight!
bank, compass card movement, listen fact, probably 85% of your overall
for any strange or new sounds, etc. squawkswill be found upon completion Next issue, we'll finally get airborne
of this phase of the overall return-to- and continue with the in-flight checks.
During the ground-nmpay close atten- service flight.
tion to all the engine gauge readings -
make sure they are in the normal range A few of the discrepanciesfound during
for the local conditions. The mag check this detailed functional checkout in- Andrew CindrL was with Pi er
should produce results in the normal clude: annunciator bulbs out (there are ~ e a c h$L.
~ k m f t ~ oi nr ~~ e. m ,
range. Incorrect readings could mean a two bulbs per annuc.); one alternator as Director of the Alrcraft
hot mag, incorrect timing or fouledspark out would not illuminate 'ALTN' lite; Completion Center, involved In
plugs. alternators not parallel; arnmeterlvolt- avionicslelectrical packages, cus-
-
meter select intermittent normally the tom interiors and exteriors
Don't forget to run the engine a mini- contacts are corroded due to lack of use,
mum of 3 minutes on both the left and a couple dozen flips of the switch nor- Prior to Piper, Andy was Avionics
right tanks prior to take-off. This will mally clears up the problem; air condi- Manager with Atlantic Aviation
assure that any air in the fuel lines is tioner doesn't cool; no air from right Corp., Cheyenne Sales Manager
in Rochester, NY and Cheyenne
purged. Never switch tanks immedi- side of aircraft in LO fan position; auto- Marketing Managerwith Piper in
ately after take-off - get at least 5000 ft pilot electric trim continued to run with Lakeland, FL. His experience
-
between you and the ground before TRIM C/B pulled turned out a field with Piper goes back to 1972.
switching tanks after any maintenance technician installed a stereo and de-
or whenever the fuel was drained from cided to use the trim breaker for the Andy has a BS in Electrical Engl-
your aircraft stereo, thus he moved the TRIM power neering from West Virginia Uni-
wire to adifferent CIB; magnetidliquid versity. Andy is a commercially
Years ago, I once flew a new Turbo- compass is off - be careful around han- Ucensed pilot with instrumentand
Dakota that the delivery people in Vero gars or metal objects on the ground, multi-engineratingsHe has2700+
total time, 800+ hours in turbo-
Beach had just topped-off (unknown to they will pull the compass; hydraulic propsand 100 hours Mallbu time.
me, the aircraft was defueled after it pump continued to cycle upon placing
turned to sales because manufacturing the flap handle in the full up position on This is the third in a series of
needed the fuel - this was during the fuel an '84 Malibu; mic jack was loose in articles on Return to Sewice Test
shortage in the late 70's). Upon switch- panel; oil pressure was high on gage, Flights
ing tanks as I was climbing through but then the oil pressure low caution lire

May 1002 Pago 7

 sending the magazine to all registered
owners, and we have a subscription to We've decided on a three day program
learn of new owners. They have all this year. We felt that the two days we
been contacted as we learn of them. had in Sarasota were too rushed and
didn't allow for smaller group discus-
Any other ideas? sions. Also not enough free time and
still get all of our important work done.
We hope that you are doing your part by
promoting membership with any owner Jan Klinck is our Convention Chairman
you may run across that is not a mem- this year. He is organizing the seminar
ber. I'd be more than happy to send you presentations and panels. He has all of
extra applications to keep handy. Or your excellent suggestions from last
you can call me with aname and address year's meeting, and is certainly looking
and I will send them one from here. for more. Contact him with your ideas
Let's be thinking about ways to in- at (512) 631-3333.
crease membership overall. Call me or
Sy with your suggestions. The dates are September 24 through
September 28, 1992. The Santa Fe
GREAT NEWS! 1992 CONVENTION AND FLY-IN location would be prohibitive if we
208 MEMBERS SO FAR! booked much later into the Fall and
We have set the dates and selected the from all reports, the weather will be
I want to let you know how much our venue for our next convention and fly- wonderful. Many of the locals think
membership has grown. We now have in. We'll be staying at the Hilton of this is their favorite time of year. The
42% of the entire fleet (estimated at Santa Fe. This is a lovely property Balloon Festival is happening about then
500) as members of MJMOPA! Ter- within walking distanceofold town and so you may want to think about extend-
rific! This exceeds our initial expecta- all the shops, galleries and restaurants. ing your time to see this remarkable
tions when MIMOPA was formed just Best yet, it fits a group our size to ab'T". event.
over a year ago. The galvanizing effect
of the A.D. was a blessing in disguise We'll be the only group in the hotel, so Mark your calendars. Plan to be there!
for us and the success of the fust con- we'll have their undivided auention and
vention also helped. service, rather than being one of many I want to thank all of you for your
conventions in a huge complex. The continued support of MIMOPA. The
Now we are able to offer continuing hotel also has an excellent restaurant association is only as good as the in-
benefits such as the magazine and peri- and very inviting lounge for "hangar volvement of its membership. So get
odic correspondence regarding vital is- flying" after the meetings. involved! Write an article for the maga-
sues that concern Malibu and Mirage zine, look for new advertisers for the
owners, such as the NPRM on future We plan on some very entertaining al- magazine, help boost membership, par-
A.D.'s. Thanks so much to John Foster ternative programs for those guests who tici~atein the various committees. You
for his efforts on this issue. do not want to attend the seminars. ck help MIMOPA help you.
There's so much to do in Santa Fe we'll
We'd very much like to have your input never be bored. If any spouses or copi- AND AS ALWAYS, FLY SAFE!
on how we may further boost our mem- lots have specific ideas on activities, let
bership. As you know, we are currently us know. M.MOP.4

MIMOPA IS LOOKING FOR A FEW GOOD MEN OR WOMEN!

The 1992 meetin in September is the time for MIMOPA to elect new officers and Board members. We invite your nominations
to these posts. &$ominations for consideration are those you know who are enthusiastic about our goals and who will mrnmit to
ongoing participation in the Association. Nominations include YOU! To the extent that, you want to contribute to WMOPA with
your time and ener y, HOLD UP YOUR HAND! Remember, ,these are not honorary posltlons. We need m m m l t m e n ~parhclpabon,
involvement and t i e willingness to follow through on those rdeas that will further the health and wealth of the organuatlon.

II The exchange of information, the education of ownersloperatorslmaintenance facilities and, most important, the promotion of safe
flight in our airplanes are the goals. How can you or someone you know help lead us in this direction?
Take a moment to consider your own participation as an Officer or Board member - OR - be a part of the rocess and send in your
II
nomin,ati?n for worthy Officers or Board members. Send our nominations to HQIDenver a t ~ a l i b u / d r a Owners
~e and Pllots
Assoc~abon341 Alblon St. Denver, CO 80220 (303)39&-1440
GET INVOLVED! IT PAYS OFF FOR ALL OF US!
-
May 1992 Pago 8
 THE HYPOBARIC the TUC at 25,000 feet is around 2
ENVIRONMENT minutes and at 20,000 is about 10 min-
ALTITUDE utes.
FRIEND AND FOE
The extra time may be valuable to diag-
A Malibu pilot is privileged to fly at nose the problems of depressurization
flight levels which affords more direct or the symptoms of hypoxia. The func-
routing, better winds and economy, and tional limits become more interesting
avoidance of weather. These altitudes above 25,000 feet. At 50,000 feet, the
are potentially lethal. Physiologically, partial pressure of the water vapor and
we speak in terms of Time of Useful carbon dioxide (always there) are about
Consciousness (TUC) for the time the 87 mm Hg. which is the ambient pres-
average human can do survivable func- sure at this altitude. Consequently,there
tions at various altitudes. In order to is no roomin our lungs for oxygen. This
clarify the affects of altitude, let us lift is where hypoxia (shortage of oxygen)
an unprotected pilot (sky hook) up becomes anoxia (no oxygen) and there-
through our atmosphere. fore death. At 63,000 feet the ambient
pressure is 47 mm Hg which is the
Man has been able to 'acclimatize' to partial pressure of water vapor, and our
live from sea level to about 18,000feet. body has the unpleasant experience of
Richard A. Pershau, MD But, our sky hooked unprotected pilot "ebullism" i.e. our body fluids boil off
brought suddenly up to 18,000feet could and vaporize. This is where we use
Colonel, USAF Reserve, MC, SFS zxperience numbness, visual blurring, pressure suits. You can obtain your
loss of peripheral vision, muscular in- Astronautratingby flying above 80km.
~oordination,light headedness, warm
Started flying around age 12 and ears, and worst of all - often a sense of Flying above 25,000 feet requires spe-
got private pilot's license at age well being or euphoria These symp- cial certification, and the rarefied air is
16. Remembers falling asleep in toms of hypoxia (lack of oxygen) may difficult to pressurize and dissipate the
occur at just a few thousand feet de- heat generated from this process. Lets
Paul Poberenski's garage while his pending on how "Top Gun" our body is concentrateon the more fnendly Malibu
Dad, Uncle Vern and Paul talked at the time. environment below 25,000 feet. The
about setting up an "Experimental PA46 pressurization system is one of
Aircraft Pilots' Organization". Almost all physiologic stresses and de- the most fail-proof and fool-proof sys-
conditioning degrade our tolerance to tems in the market. But, anything me-
Entered the Air Force after altitude i.e. hypoxia (another med-fact chanical can fail. Sudden depressuriza-
medical training and became a topic). Flight Surgeons speak in terms tion is easy to recognize. These are the
Flight Surgeon. Flew over 2,000 of 'physiological functional limits'. At things that the airline attendant never
hours in fighter squadrons with sea level we enjoy a standard auno- tells us in order to not scare the passen-
time in F- 100s, F-4s, F- 11 ls, sphere of 760 TOIT= 29.92 in Hg = 14.7 gers. This is somewhatlike the mind set
PSIA at 59 F or 15 C. Halfway up to of not having airline passengers more
F-IOSs, F-5s, F-18s, F-104's and space (18,000 feet, pressure wise) we safely sitting rearward as done in mili-
the F- 16. Recently "retired" to a have 380 Torr = 14.95 in Hg. = 7.34 tary aircraft where the opinion of the
USAF Reserve consultant in PSIA at -5.1 F or -20.6 C. We need passenger is less regarded.
Anesthesiology after 27 years of oxygen to survive. As we ascend, the
active and reserve service. percentage of oxygen in air remains If the little 'clear shout' window of the
relatively constant, but the availability left windscreen suddenly departs at al-
Currently in active practice in of oxygen (partial pressure) decreases. titude, a very rapid depressurization of
Anesthesiology in Austin, Texas the cabin and our bodies occurs. There
and is in a partnership with two Consequently, progressive hypoxemia may be sudden noise, fogging of the
others in Malibu 4377A. Has symptoms occur and occur more rap- cabin (often thought to be smoke), a
idly as we ascend. Some of my friends cold moist feeling, stirred up dust and
about 2300 civilian hours and say there are two altitudes to fly the debris, and air escaping from any of our
about 300 in the Malibu. Consid-
ers the Malibu "one of the sweet-
-
Malibu 24,000 and25,OOO feet. Rich- air filled body cavities (sinuses, nose,
ard Collins recommends his favorite mouth, andrectum)which may result in
est airplanes he has ever experi- altitudes to be 19,000 and 20,000 feet hyperventilation, panic, and confusion.
enced". (remember he is a P210 driver). The
wisdom to this difference may be that Continued in Column 2 on Page 18

.
May 1992 Page 9
N A t w ~ Records
d - m ~ n u e from
d Page 6 nautics and astronautics. It hasjurisdic- originating in the United States can be
tion over all world aviation and space consideredas an official record-nation-
The FA1 is the sole international sport- records. The NAA, on behalf of the ally or internationally-it must be ob-
ing authority to make and enforce rules FAI, sanctions, aids and documents all served, timed and certified by skilled
toincourageandcontrol sportingevents record-makingfights-private,conuner- NAA personnel. M-MOPA
and records in the fields of both aero- cial, military and space. Before a flight

SANTA ANANASHINGTON DETROlT/WASHINGTON (USA) LOS ANGELESISYDNEY

(USA) J. Stephen Stout, Pilot (AUSTRALIA)
Charles D. Kissner, Pilot Michael Mills, Copilot Peter Wilkins
Steven A. Silver. Co~ilot 395.96 m h Piper Malibu, N9221M
259.51 m m h Piper Malibu, 891148 169.47 mph
Piper ~ ~ 4 6 - $ 1 0 ~ 1 Conhnental TSIO-520,310 hp 1Continental TSIO-BE, 310 hp
1 Continental TSIO-520,310 hp 1/4/89 3116-18187
It2719 1
EASTER ISLANDRAHITI (USA) MARAMBIOISOUTH POLE (USA)
BRISBANWSYDNEY (AUSTRA- Richard Norton, Pilot Richard Norton, Pilot
LIA) Calin Roseai, Pilot Calin Roseai. Pilot
Peter Willcins 183.68 m ~ h 196.00 m h
Pi er Malibu Piper Malibu, h26033 Piper Malibu, 826033
1P4.05 m h 1 Continental TSIO 520BE, 310 hp 1 Continental TSIO 520BE, 310 hp
1 Continental TSIO ~ ~ O - B E , u7-8/87 1/3 1-2/1187
5123-24186
FAIRBANKSISAN FRANCISCO MCCOOKINEW YORK (USA)
CHICAGOIORLANDO(USA) (USA) Larry Grant, Pilot
Earle Boyter, Pilot Larry Grant, Pilot Sus~eGrant Co~ilot
Douglas Smith, Copilot Susle Grant, Copilot 257.26 in h'
240.26 m h 172.25 m ~ h Piper Malibu, 8 4 3 1 9 ~
Piper Malibu, R91272 Brian Munson. flavigator 1 Continental TSIO-520-BE, 310 hp
1 Continental TSIO 520-BE, 310 hp Piper Malibu, N4319M 8/15/86
8/9/87 1 Continental TSIO-520BE. 3 10 hp
6QO-21/87 MCCOOKlOSHKOSH (USA)
CHICAGORORONTO (USA) Brian Munson, Pilot
J. Stephen Stout, Pilot GANDEWMUNICH (W. GERMANY) Susie Grant, Copilot
Michael Mills, Copilot Herman Krue 235.34 m ~ h
439.13 mph Pi er Malibi Kevin Munson, Ravi ator
Piper Malibu, N9114B 2g7.63 m h Piper Malibu ~ 4 3 1 8 ~
1 Contmental TSIO-520,310 hp 1 Continental TSIO-&@BE. 310 h~ 1 Continental TSIO-520-BE. 310 hp
1/8/89 8/1/87
DAKAWRIO DE JANERIO (USA) HONOLULUIFAIRBANKS (USA) NEW YORKIPARIS (FRANCE)
Richard Norton, Pilot Richard Norton, Pilot Patrick Fourtic Pilot
Calin Rosetti. Pilot Calin Roseai. Pilot Henri ~escarlo.%oDilot
258.61 m h '
Piper Malibu. 8494319~
1 Continental TSIO 520-BE. 310 h~

DENVEWFORT LAUDERDALE HONOLULUISYDNEY (USA) NORTH POLWLONG'&AR

(USA) Donald T. Holmes. Pilot SPITZBERGEN (USA)
Paul Salsburg. Pilot Steward Reid, Copilot Richard Norton Pilot
Bill Salsburg, Crewmember 204.68 mph Calin Rosetti, copilot
25 1.08 mph Piber Malibu PA46-310P. 219.68 m h
Tony Biancarosa, Crewmember Piper Malibu. h i 0 3 3
Piper Malibu 1 Continental TSIO-520-B, 310 hp
1 Continental TSIO-520,310 hp 611 1-12/87
09/24/90
Continued on Next Page

May 1992 P#ge 10

World Records - Cont'd from Previous Page

OAKLANDIATLANTA (USA) RIO GRANDWMARAMBIO (USA) ANTIAGOIEASTER ISLAND (USA)

Charles D. Kissner, Pilot Richard Norton, Pilot Richard Norton, Pilot
David M. Alden. Cooilot
- Calin Rosetti. Pilot Calin Rosetti, Pilot
225.16 m'h ' 209.58 m- h 165.45 m ~ h
Piper ~ ~ 4 1 60 9~ Piper Malibu. 826033 piperMali buTfi26033
1 Continental TSIO-520,310 hp 1 Continental TSIO 520BE, 310 hp 1 Continental TSIO 520BE 310 h~
4116/90 1/28/87
OAKLAND/HONOLW (USA)
Donald T. Holmes. Pilot
SAN FRANCISCOIMCCOOK (USA)
Brian Munson, Pilot
SEA'ITLUNEW YORK (USA),
J. Stephen Stout
.
Steward Reid, Copilot Kevin Munson. Cooilot Malibu PA-46. N9 114B
200.21 mph 259.27 mph
Piper Malibu PA46-310P, 1 Continental TSIO-520,310 hp
1 Conhnental TSIO-520BE, 310 hp 11/23/87
12/5-7184
SOUTH POLWMARAMBIO (USA)
ORLANDOIDALLAS (USA) Richard Norton, Pilot
Albert H. Wuerz, Jr. SAN FRANCISCOINEW YORK Calin Rosetti, Pilot
Piper Malibu PA-46-310P (USA) 193.16 m ~ h
229.92 m h L a y Grant, Pilot ~i~er~alibKn26033
1 TSIO-SZO-BI$310 hp Susie Grant Cooilot 1 Continental TSIO 520BE. 310 ho
10/2/83 242.27 m h'
Piper Malibu. 8 4 3 1 9 ~
OSLOIPARIS (USA) 1 Continental TSIO-520-BE, 310 hp SOUTH POLWNORTH POLE (USA)
Richard Norton. Pilot 8/15/86 Richard Norton, Pilot
Calin Rosetti, dopilot Calin Rosetti. Cooilot
167.55 m h SAN FRANCISCOIOSHKOSH (USA) 5.37 mph '
Piper Malibu, 826033 Brian Munson. Pilot Piper Malibu, N26033
1 Continental TSIO-520-B, 310 hp Susie Grant, copilot 1 Continental TSIO-520-B, 310 hp
6/15/87 23 1.76 rnph 2/1-6/11187
PARISIDAKAR (USA)
Richard Norton, Pilot
.
Kevin Munson, Ravigator
Piper Malibu N4319M
1 Continental TSlO-520-BE. 310 ho
SYDNEYILOS ANGELES
(AUSTRALIA)
Calin Rosetti, Pilot Peter Wilkins
- ~ ~- ~-

198.53 m h Piper Malibu, N9221M

Piper Malibu, 826033
1 Continental TSIO 520BE, 310 hp
1/21-22187
SAN FRANCISCOIPARIS
F
Patrick Fourtic ,Pi ot ANCE)
Henri ~escarlo.%oDilot
192.10 mph
1 Continental TSIO-BE, 310 hp
3130-411187
176.94 m h '
PARISISANTA MARIA (USA) Piper Malibu, 8 4 3 1 9 ~ SYDNEYPERTH (AUSTRALIA)
Richard Norton, Pilot 1 Continental TSIO 520-BE, 310 hp Peter W i i n s
Calin Rosetti. Cooilot 218-19184 Pi er Malibu
194.62 m h a 194.05 moh
Piper Malibu. 826033 SAN FRANCISCOISEATIZE (USA) 1 Continental TSIO 520-BE, 310 hp
1 Continental TSIO-520-B, 310 hp Jack Ellis 923-24186
6/22/87 Piper Malibu
242.50 m h TAHITIMONOLULU (USA)
PERTWBRISBANE (AUSIRALIA)
Peter Wikins
I conti-tal TSIO-AOBE.
6/13/87
310 hp Richard Norton. Pilot
Calin Rosetti, h o t
P i ~ e Malibu
- - r
- - -~
199.58 m h
251.98 m h SAN JOSE/WASHINGTON (USA) Piper Malibu. 826033
1 Continental TSIO 5%)-BE, 310 hp Kent Munson 1 Continental TSIO 520BE, 310 hp
323-24/86 Pi r Malibu 2/8-9187
2g.16 m h
RENOIFORT LAUDERDALE Continental TSI&SZO-BE TAMPNGANDER GERMANY)
(USA) 4/27/86 Herman%.
William Salsb Pi r Malib;
Paul S a l s b u r g % Z SANTA MARINPHILADELPHIA 2g.55 m h
201.04 m h (USA)
Richard Norton, Pilot
1 Continental TSIO-80-BE
5110184
310 hp
H u y Gubemran, 8rewmember
Anthony Biancarosa, Crewmember Calin Rosetti. Cooilot
Piper Malibu 164.20 m h' MARAMBIOISOUTH POLU
1 Continental TSIO-520,310 hp Piper Malibu. R26033 MARAMBIO (USA)
9116191 1 Continental TSIO-520-B, 310 hp Richard Norton, Pilot
6/23/87 Calin Rosetti, Pilot
194.53 moh
Piper Malibu, k26033
1 Continental TSIO 520BE 310 h~
 Mallbu~Mlrrg.Magulno

Malibu Maintenance - Continued from Page 5

bracket) continually break. for those engines using the Mobil AV-
1 synthetic oil.
Possible Cause Possible Cause
If you are interested in participating,
1) Failure of diaphragm in the engine 1) Misaligned exhaust system or brack- please send me copies of your labora-
fuel pump. ets. tory reports of figures for metal levels
and times of the oil sample. My find-
Preventive Measure Preventive Measure ings will be published in this magazine
when complete.
1) Ensure thatLycoming service bulle- 1) When assembling exhaust systemor
tin $496 (LearIFormac service bulletin replacing its parts, be sure to reference
#101SB019) has been complied with. Lycoming Service Instruction #1448. You may send information to:
Kevin Mead
As you can see, the problems that occur C/OSkytech, Inc.
Symptom in the Lycoming TIO-540-AE2A are P. 0. Box 4942
somewhat unique and don't resemble Baltimore, MD 21220
1) Recurring oil leakage from rocker those found in its Malibu counterpart, FAX Number: (410) 574-7844
box covers. the Continental BE engine. Strangely
MMOPA
enough, it most closely resembles the
Possible Causes Lycoming TIOlLTIO-540-V2ADfound
in the Piper Mojave.
1) Cracks around lower holes of rocker
box covers.
Characteristic problems of this en-
TRAINING
2) Over-torqued or deteriorated cork
gaskets.
gine include: UPDATE
1) Excessive oil consumption
Preventive Measures at high altitudes. (Preliminary
reports suggest thatLycoming SimCom Training Centers of
1) Check for cracks on any rocker box may have found a solution to Orlando, FL will no longer con-
covers that have or have had old style this problem.)
baffle supports attached to them. duct MalibutMirage training of
2) Cracked baffling and cowl- any kind.
2) Install neoprene rubber rocker cover ing caused by heavy vibration.
gaskets. (Proper dynamic balancing of For Initial ancl/orRecumnt train-
the propellor reduces this vi-
bration somewhat) ing the available training facili-
ties remain:
Symptoms 3) Air box valves can break
apart causingdamage to turbo- Piper Aircraft Corporation
1) Alternator bearings fail prematurely. charger compressor blades. The only option for simulator
(Malibu engines use the same training. Initial and Refresher
2) Broken alternator mount brackets. air box and experience the
same problem) Be sure to training.
Possible Causes check condition of both valves Call: (407) 567-4361
whenever possible.
1) Over-tightenedalternatm drivebelts. Attitudes International, Inc.
4) Many Service Bulletins and Refreshertraining Mobile school
2) Old-style mount brackets installed Instructions applicable to this
engine are frequently over- schedules provided in The
Preventive Measures looked. They have not reli- Malibu-Mirage magazine ad.
ably beenpublishedin theven- Call: (813)821-6835
1) Carefully adjust alternatordrive belts dor service publications. For
per Lycoming Service Instruction example,Lycoming S.B. #496 FA.C.T.OR.Y.,INC.
#1451. LearIRomac fuel pumps and
Lycoming S.B. #492 Tailpipe Refresher training on request
2) Replace any broken brackets with clamp replacement. with Lester Kyle.
new-style units listed in Lycoming Ser- Call: (407)562-5438
vice Instruction #1451. The next article in this series will ex-
plore the problems with the GdKenyon Professional Instrument
hydraulic system which was installed
on earlier Malibus. Courses. Inc.
Symptoms Initial and Refresher training.
P.S. Thanks to all those who sent in oil Call: 1-800-435-9437
1) Exhaust system support brackets sample results for my research project.
(particularly the right-hand tail pipe I am still interested in collecting reports

May 1992 Page 12

 Malibu Coalition Update
John Foster

Having met its original objective of returning the to permanently associate Langhorne Bond with M /
Malibu to its FullFlight Status, the Malibu Coalition is MOPA. He is well-versed on the MalibuMirage, its
winding down its efforts and preparing to dissolve. capabilities and limitations, and its owners. The
The remaining item on the Coalition agenda is a report Coalition's Executive Committee feels strongly that
on the findings of the NTSB. Although currently Mr. Bond would be an asset to WMOPA. His affilia-
scheduled for May, the NTSB report is expected to slip tion with M/MOPA would insure our group's ability to
into June. reach the upper tier of the FAA and NTSB if the need
should arise.
Evidence of our collective impact on the NTSB, and a
hint as to how the Board seems to be leaning, was As this issue of MALIBUIMIRAGE goes to press, the
provided by NTSB Acting Chairman Susan Coughlin. ramificationsof the PA-46 investigation are starting to
On April 2, 1992, Ms. Coughlin testified before the become evident in Washington. It is clear that the
Senate Subcommitteeon Transportationregarding the training issues raised by the investigation are not solely
NTSB's 1993 Budget Request. Ms. Coughlin cited the related to Malibus and Mirages.
special Malibu investigation undertaken by the NTSB
as being an example of the type of public service for Two members of the Senate Aviation Subcommittee
which the 1993 funding would be used. were in attendance at the Coalition-sponsored Press
Briefing of February 19th. Heightened awareness of
In her testimony she stated that "the report of the the issues surrounding the Malibu accidents appears to
investigations is not yet completed, but the Board's have influenced an amendment to the Airport and
staff found that, although most of the accidents oc- Airway Improvement Act, which is currently circulat-
curred in weather conducive to turbulence, there is no ing around Congress. Part of the proposed legislation
readily identifiable single causal factor. reads as follows:

Furthermore, sauctural and flight tests of the airplane "Not less than 90days following the
did not disclose any inherent deficiencies in the design passageof this section, the Adminis-
of the airframe. The Safety Board did find that pilot trator shall initiate a rulemaking to
training and, in particular their knowledge of the auto- consider whether it is advisable to
pilot operation, was in need of improvement." require enhanced training or educa-
tion, especially on the use of autopi-
Upon recision of the AD in February, the Malibu lot and high altitude flight, for pilots
Coalition was the first to issue a Press Release to the operating high performance single
aviation media. On February 19,a formal Washington engine, propellor driven aircraft".
Press Briefing, which included Piper Aircraft and
BendixIKing, was led by CoalitionCounselLanghorne As you can see, the legislation, introduced by Senator
Bond. The MalibuJMirage articles that appeared in Ford of Kentucky, calls for the FAA to formulate a
most of the aviation journals were largely aresult of the Notice of Proposed Rulemaking related to pilot train-
Washington briefing. ing and education. We will keep you informed about
the progress of the Proposed Rulemaking in future
Before dissolving, it is the aspiration of the Coalition articles. M-MOPA

May 1992 Page 13

I have had the opportunity to use the may lead to premature gear wear. Also, e n as I would in a glider for unpowered
spoilers for the past three weeks and I the gear could not act as an additional controlleddescent. With these putative
found them to be a remarkable addition air brake on the ground. What I had advantages I decided to take the plunge
to flexibility in vertical navigation and thought of possible advantages were the and had the spoilers put in.
speed control. following:
Why spoilers? Why spend a significant 1. I could with the flick
sum on this device since the gear could of aswitchslow upmy
perform many of the same functions of aircraft without a sig-
speed control and vertical navigation? I nificant or any power
pondered this for some time and heard reduction.
the arguments against the superfluous
installation of speed brakes. The argu- 2. I could have finer
ments ran to it is expensive, usually candescent control
get down if I plan way ahead of time, through layers of ice
the gear does the same thing, there will and significantclouds.
be a reduction in cruise airspeed, there This meant I could stay
is the extra weight, there is another up there in the flight
hydraulic system which can screw up. levels longer and de-
scend at 1500 feet per
Yes, the gear can act as a speed control minute without any
device but the constant cycling and re- significant power re-
cycling of the gear for a purpose it was duction.
not intended for may haveconsequences
such as gear door hat bracket stress and 3. I could slow up the
failure, more cooling than desired, and aircraft on the ground.
in my aircraft I was not happy about
cycling my Gar-Kenyon system, and it 4. Icoulduse thespoil-

May 1992 Page 14

 -
Presidenrs Letter Continued from Page 4 FAA's Special CertificationReview of the FAA, and the NTSB that each time
the Piper Malibu, the FAA has pre- the "Low Vacuum" light illuminates
What did I learn from this little experi- sented for comment four Notices of there has indeed been a vacuumfail-
ence ??? Proposed Rulemaking (NPRMs). The ure, giving the pilot added warning in
NPRMs propose that three existing addition to his normal scan. The SCR
1. Diversion of energy from the task at Piper Service BulletinsundoneBendixl committee's concern is that there are
hand because of being late and angry is King Installation Bulletin should be- circumstancesin which a vacuumfail-
a relative contraindication to flying. come Airworthiness Directives. Spe- ure canoccur duringpressurizedflight
cifically, they are: and the light will not warn the pilot.
2. Distraction because of these feelings
can be so great so as to cause loss of Piper Service Bulletin No. 944 Wefail to understand how disabling
concentration and short term memory. Empennage Rivet the light, because it does not w urn of
Rules Docket No. 91-CE-101-AD EVERY failure, enhances the safety of
3. Having new toys tested on a business Replacement the aircraft. The FAA itself appears to
flight is courting disaster. have some questions about the wis-
Piper Service Bulletin No. 947A dom of disabling the light, because
4. Not paying full attention to the task at Low VacuumAnnunciator they have specijically requested com-
-
hand landing - because of distraction Rules Docket No. 91-CE-98-AD ments on the issue in the Proposed
can make one fail to act properly. Light Operation Rulemaking.
5. Double check the check-list on final. Piper Service Bulletin No. 953 The MalibulMirage Owners and Pi-
It saved me that time. I am sure you all Elevator Trim Cable lots Association recommends that you
have had similarexperiencesand I would Rules Docket No. 91-CE-89-AD carefully review all of the Service Bul-
not be the least amazed if this may not Guide Tube Splice letins listed above, paying particular
have been the scenario in some Malibu attention to Bulletin 947A, before they
gear up landings. King Installation Bulletin No.312 become mandatory Airworthiness Di-
Water Damage to the rectives.
Caveat -If distracted because you are (Piper Service Letter 1009)
late or angry, best to cool your heels and Pitch and Yaw Servos Although the comment period has ex-
be late for the appointment ...or not fly. Rules Docket No. 92-CE-07-AD pired, for additional information or
copies of these Bulletinsor the NPRMs,
After reviewing the NPRMs and the call:
NPRMs, etc. associated Sewice Bulletins,the lead-
ership of The MalibulMirage Owners Heather Blanchard,
The following is a reprint of a letter sent and Pilots Association strongly rec- Executive Director
to all members of MIMOPA in response ommends that Piper Service Bulletin (303)399-1440
to NPRMs issued by the FAA regarding 947A be amended to exclude the dis- or
the MalibuJMirage. abling of the "Low Vacuum" annun- John Foster
ciator light. Piper's Service Bulletin Board Member
This same letter with virtually the same warns that the "light mayfail to illu- (3Ol)574-4144
content was sent to the FAA in response minate and warn the pilot of an unsafe
to their NPRMs by me in my capacity as vacuum condition."
President of MIMOPA.
It is clear from conversations with
In conjunction with thefindings of the Piper, several Piper Service Centers,

SPECIAL ACKNOWLEDGEMENT
AND MANY THANKS
TO
RICHARD PERSCHAU
FOUNDERS FUND CONTRIBUTOR
The MIMOPA Founders are those members who have contributed an additional $500 to the
Association. These individuals recognize the importance of our goals and have contributed
beyond their annual dues. To date, we have six very special members who are Founder's Fund
Contributors. And we are grateful to them. Please consider this invitation to become a Founder.

May 1992 Page 16

 THIS S E ~IS DEVOTED
N TO LEITERS, COMMENTS, ADVICEAND GENERAL
INFORMATION WHICH THE MEMBERS OF THE MmMOPA w o r n LIKE TO
SHARE. PLEASE SEND ALL CORRESPONDENCE TO HEATHER BLANCHARD
MALIBU*MIRAGE OWNERS AND PILOTS ASSOCIATION 341 ALBION
STREET DENVER,
CO 80220 FAX: (303) 394-2539

NIGHT FLIGHT TO TAMIAMI dark gray to black, but it glowed. Need- wasn't even bothered at all."
less to say, just divert the glows.
I had been asked to transport a guest The strange part was, that I had not
speaker and his wife to a fund raiser for One extra large cell at eleven o'clock noticed the absence of rain or turbu-
a candidate for governor, the primary and approx ten miles was really putting lence; I had been busy flying, looking
passed and five days until election. We on a lightshow as we came to a non- out the windows and totally wrapped up
met on the ramp at the Malibu for pre- congested cell area. Then, just as I was in the show.
flight passenger briefing. They ques- watching, the whole cell illuminated
tioned the weather and requested a low internally,giving it a bright orange glow Again, just as in the passenger briefing,
altitude ride for sightseeing. No prob- from within and externally lighting en- I explained our IFR Flight Plan and
lem, 16gals. per hour at 5000or FL250. veloped the cell like a near geomem- about groundbasedradar assistancefrom
cally perfect golden fishnet, as if to keep professional controllers and that I often
Agulf low aloft had been pumping warm the cell in restraint. Absolutely breath asked for other help.
moist air over Florida for two days, taking, I had never seen anything like
causing unusual layered clouds, numer- that before. "From whom?"
ous build-ups and isolated high-topped
aircraft crunchers. At that moment, we were out. Just like Ipointedstraight up. They smiledknow-
stepping out of a crowded party room to ingly and nodded approval.
Departure from Sarasota put us south- get some fresh air. It wasn't that I saw
bound climbing through multiple layers the change, I sensed the change. The rains, havingjust ended there, caused
and deviating around the larger cells of the air to be moisture laden, probably
gray, some black and some even shad- The flat blackness of the "glades" bro- super-saturated. No breeze, moisture
ing to green. Speaking of green, that is ken by an occasional flickering solitary forming on everything, including me.
exactly what the radar started showing light, a fisherman, a gator poacher. The FBO informed me that they were
atjustthat moment,green. The Weather 25,000 broken and see forever. I flew on closing at 2100 hrs, so I had to lounge
Scout, went on one of it own programs reflecting on what I had just seen, en- outside for two hours. Two small owls
and the screen was bright green. The ergy, beauty, unknowns and peaceful- fascinatedme, hunting for bugs andlittle
Stormscope? So much activity around ness; humility, sensing a much higher critters illuminated by the bright ramp
us, it was just showing packed random force. flood lights. They ate well. I drank two
displays all-over the screen. "Murphy's Cokes.
Law". I had informed Tampa DEP. The darkness of theEverglades ended as
"Radar INOP",they had handed me off 9R stood out with the lights brightly 2300 hrs. The speaker and his wife
to Ft. Myers APP, which said, "Deviate shining on the west side of civilization, returned expounding the candidate and
as necessary". Deviate this cell to the Tamiami Airport. the evening. Name dropping, I quickly
right, the next one to the left, we were told of flying another candidate for gov-
filed IFR, being vectored, flying VFR The landing? So smooth, that while ernor in aprevious election in aprevious
somehow staying on course and Ft. waiting for the mains to touch, the nose Malibu. They knew the man, friends in
Myers asking if we had got our radar gear plunked down. I had not even felt common, we became friends.
working, in an affirmative self answer- the mains touch. The speaker elected to ride right front,
ing manner. "Negative radar", I replied. the Mrs. aft.
Shut down, quickly, get the door before
At 5000 and being vectored basically the passengers open it and I hear the A normal night departure on 9R, a left
southeast, I was glad that I had not mis- chain hit the end of the stop. hand turn to a heading of 270 put the
pleased the Deity, because we would lights of man at our six o'clock and the
come to the side of a large cell and atjus t "How did you do that?" darkness for critters large and small at
that moment, a hole, a divide, a valley. our twelve o'clock.
On toward the next cell. The aircraft "It's easy to land with two passengers
was in semi-darkness. The sun was aft, balances the aircraft, you know, cen- Overhead? Heavy cirrus clouds fanned
setting at my five o'clock position. The ter of gravity." by the low aloft, as if painted by an
rays from the setting sun were hitting the impassioned artist, reflected light from
high cell tops and the light would be "No back there, around those clouds, all the moon atour six o'clock high, seemed
reflected down inside the cell by the rain that pretty lighting, no rain, no bumps,
shafts inside the cell. The cloud was we really loved the show and Jeanne Continued on Page 18

May 1992 Page 17

Check-in - Continued from Page 17 The line boy asks, "What's it like at xygen which is often some type of
night? What did we see?" olid oxygen generator that works on
to make the clouds iridescent angels ie NaC103 + Fe = FeO + NaCl + 02
hair. My minds eye, saw VanGogh, %ving I mentally Post flight mnula ('sodium chlorate candle').
standing at his easel on a floating island and ponder on how to answer the last ome type of igniter starts the process.
)rice used, the candle is discarded.
brim, ~ b s n t h ein hand, cursing and
furiously applying sparkling silver brush Robert W. Astle b e confusion of a rapid decompes-
strokes on black canvas. Cursing, be- 6211 Timberlake Dr. #*-lo ion and insidiousnessof a slow decom-
cause he could not record on canvas Sarasota, FL 34243 lression is difficult to reproduce in the
what my eyes were seeing. Phone 813-351-7419 imulator, but is routinely done in the
Fax 813-351-9212 ~ypbaricchamber courses. The in-
The COMMS, silent. The engine, 65% idious onset of hypoxia and recogni-
and softly pumng. Instrument lights, ion thereof is where the hypobaric
near off. A period. A spell. Suspended hamber experience really pays for it-
at 4000 msl. Overhead, total beauty in -
Red+Facts Continued from Page 9
elf. A slow decompressionof the cabin
reflecting white threads of ice. sus- md failure to see the above 10,000 foot
pended in serenity. vaming light, or failure of the light,
temember, through all thin chaos, we nay result in the TUC superceded and
A glow appears over the nose. It gets
lave only a few minutes to respond and :onsequent unconsciousness. The
brighter. It is coming towardus. "Malibu mll the power, drop the gear, go down ymptorns of hypoxia for me are insidi-
Bst, turn off the airway, and talk before bus. I feel warmears. sounds becoming
77DE contact Ft.Myers approach on osing consciousness.
."
123.4 The tranquillity had been bro- listant, haved=cultyperforming tad&
tnd develop a sense of well being (dan-
ken. qypoxia can be prevented by supple-
With the unusually clear Florida night nenting oxygen up to 34,000 feet, and
visibility, the visual feasting continued )y pressurizing the body or cabin. The 4s a young Air Force Captain Flight
atter being the most comfortable. In 3urgeon and 'volunteer' for the hy-
xderto maintain TUC, we must supple- mxia demonstration, I last remember
The light of humans. Roads in Florida ment 30% oxygen at 10,000 feet, 50%
run North and South, East and West. mforming the little game at delightful
at 20,000 feet, and 60% at 25,000 feet warp factor speed and knowing I was
Developers and speculators ruin the
geometries with cul-de-sacs. Automo- ioing better than anyone ever did. The
This can be accomplished with a 2-3 video actually showed the kid in some
bile lights scurryabout likeants. Worker literlminute flow nasal prong canula
ants travel in lines from city to city. type of semiconsciousjerking activity!
Be careful of trying to Y-split the hose As anew Malibu pilot, I quickly learned
to your copilot as the flow may follow to incorporate all the instruments in the
There is no vertical movement to excite the path of least resistance and mostly
the senses. crosscheck (i.e.) the cabin pressure,
go to him. One regulator per each hose vacuum, and alternator gauges. Re-
is recommended. Oxygen supplemen- member, the Malibu therapy for hy-
The lights ahead increase in brightness tation has been shown to assist nigh!
and numbers as they move toward us, poxia is to breath some oxygen and/or
vision, improve performance, and bet- lower your altitude.
their arrangements,more complex. The terconcentration. This may not be a bad
farms and swamps that we have jusl idea even in the pressurized (to the
passedover are being replaced by lights; Just a note about hyperventilation. You
under 8,000 foot) Malibu environmenl may unconsciousiy hyperventilate dur-
figuratively and actually. Darkness during demanding missions. ing theconfusion of de~ressurizationor
covers the smp mines to our three
o'clock position, we are spared thac y& body may do s6 from hypoxia
There is one caveat for breathing oxy- This brings more oxygen to your lungs,
ugliness. gen to remember. The middle ear maj but may cause dizziness, numbness, tin-
fill with oxygen and later while sleep gling, visual changes, incoordination,
"Malibu 77DE contact Tampa approact ing be absorbed resulting in the middle and a variety of feelings similar to hy-
on 123.4." Again, the spell is broken. ear filling, by vacuum, with bloody se. poxia. The treatment requires a volun-
rous fluid. This causes a full deaf ear ir tary recognition and control of respira-
Sarasota tower is closed Straight intc the morning which can be frightening. tion - a difficult task when the situation
runway 32. Decent through an inver is tight. Talking to your self helps.
sion layer, giving the illusion of a gian The prevention is to valsalva your e m
piece of thin chiffon laying horizonta clear prior to retiring to clear the oxy. We need to anticipate, understand, and
over the airport at 2000 agl. Below thc gen. 1carry a small tank of extraoxyger obtain training exposure for depressur-
chiffon,fog forming,softeningthe hard in case going down is a bad option o! ization accidents in the Malibu. Such
lights, making the airport and it's envi extra oxygen is desired, and, keep thc training is available through the FAA
ronment very soft and friendly looking nasal prong tube at the ready by my lef and provided at various centers. These
Above the slowly undulating chiffon arm rest. The local medical gas suppl! include the Air Force anduniversity of
total black, some stars visible and thc folks made it up for me with a 2-3 hou North Dakota. Call the FAA in Okla-
west-coast lights stretching toward thc light aluminum cylinder married to i homa City for an application and infor-
horizon. low flow regulator (one to six liters mation. Theday experienceinthecham-
minute). Always nice to have altitudc ber may well save your life.
Landing? Another kiss. Happy passen and extra oxygen available. Man:
gers. Proud pilot. Malibus have Piper equippedemergenc:
REPORT #1: level after takeoff, however, the those approaches the wing had also
engine quit and a fire erupted. accumulated one-half inch of ice on
A Piper PA-46-350P Mirage Moments after the gear was raised a its leading edge. The third approach,
touched down hard during an emer- "whack" was heard and the tachom- an NDB to Runway 09, was suc-
gency landing at Bowling Green, eter went to zero. The cabin then cessful and the pilot entered the
Kentucky, at about 0800 CST on filled with smoke so the pilot de- traffic pattern for Runway 27.
Monday, January 13. IMC pre- clared an emergency. He said that
vailed at the time and an IFR flight he made a 280-degree turn back to On final approach, the aircraft was
plan was filed for the cross-country the airport and lowered the landing at 110 knots slowing to 100 knots
flight that had departed Bowling gear. However, the airplane had no with ten degrees of flaps and the
Green at 0734 CST bound for Lex- electrical power so the position of gearextended when it stalled at 150
ington, Kentucky. the gear could not be determined feet above ground level. The pilot
stated that he tried to recover by
The pilot reported that shortly after The pilot then made an emergency applying full power, but the aircraft
takeoff at roughly 2700 feet above forced landing on Runway 32 with touched down hard 300 feet short of
ground level both the analog and only the main gear extended. Both the runway and slid to stop.
digital fuel flow gauges were read- occupants evacuated the cabin
ing almost zero. No apparent en- through the passenger door and The pilot, who had a total of 2200
gine power was lost so he asked to emergency response crews extin- flight hours including 1640hours in
return to Bowling Green and was guished the engine fire. type, said that there was no me-
cleared for the VOR approach to chanical malfunction. The wind
Runway 03. The pilot stated that he The airplane was towed back to the was from 3 10 degrees at 19 gusting
flared prematurely while landing shop where it hadjust undergone an to 23 knots. The aircraft was sub-
and stalled the airplane which fell engine change. Its fuel flow integ- stantially damaged, but the pilot/
about 30 feet to the runway. rity was checked and a leak was owner and the passenger were not
found in a fuel vapor return line. It injured.
Inspection of the wreckagerevealed was not determined if the leak hap-
thattherewas adequatefuel on board pened before or after the fireerupted.
and there was no fuel contamina- The engine had accumulated about REPORT #4:
tion. The engine, fuel pump, and three hours since new. The airplane
fuel system were examined and no was substantially damaged, but the A Piper PA-46-350P Mirage lost
anomalies were noted. The fuel pilot and the passenger were not control while landing on Runway
gauges and their electrical system injured. 23 at Doylestown,Pennsylvania, at
will be checked later. The airplane about 1330ESTonMonday,March
sustained substantial damage to its 16. VMC prevailed at the time and
left wing and left main landmg gear REPORT #3: a VFR flight plan was filed for the
and tire, but the pilot and the three cross-country flight from Vero
passengers (one the owner) were A Piper PA-46-310P Malibu col- Beach, Florida
not injured. lided with terrain while trying to
land on Runway 27 at Lima, Ohio, The pilot stated that a turbulent gust
at about 1152 EST on Tuesday, of windcaused therightwing torise
REPORT #2: March 10. VMC prevailed and an abruptly during his landing flare1
IFR flight plan was filed for the touchdown. He said that he used
A Piper P A 4 6 Malibu lost engine cross-country business flight from control input to lowerthe right wing,
power shortly after taking off at Dickson, Tennessee. but overcompensated and lost con-
Baltimore,Maryland,atabout1110 trol of the airplane. It then ran off
ESTonThursday,January30. VMC The pilot had made three instru- the runway where its left wing hit a
prevailed and an IFR flight plan ment approaches at Lima but the metal wind sock pole causing the
was filed for the planned cross- first two, a VOR and an ILS, were airplane to spin 180 degrees. The
countfy "other work use" mainte- unsuccessful. He atmbuted this to wind was from 340 degrees at 16
nance check flight to White Plains, ice on the antennas that affected gusting to 20 knots. The airplane
New York. reception of the navigation signal was substantially damaged, but the
and caused the radios to operate pilot/owner was not injured
At roughly 300 feet above ground erroneously. He said that during

May I#%? Pago 19

 An Open Letter From Jim Christy, Vice President of Machen, Inc.
Regarding a Possible Engine Retrofit for the MalibueMirage Series.

D r . Sy Weiner detrimental e f f e c t t o t h e engine. Another

1821 Wright Drive f a c t o r i s t h e a v a i l a b i l i t y of reverse t h r u s t
Daytona Beach, FL 32124 on landing.

D e a r Sy: I n order t o undertake such a p r o j e c t , a t l e a s t

20 owners would have t o c o d t t o purchasing
I enjoyedvisitingwithyouin Lakeland. A t that t h e r e t r o f i t upon completion. Both t h e Malibu
time we discussed some of t h e p o t e n t i a l and Malibu Mirage airframes could be used f o r
powerplant options f o r Malibu owners, and a s t h e upgrade. Assuming such a program was
t h a t may be of i n t e r e s t t o your members, I s t a r t e d today, t h e completion of t h e c e r t i f i-
thought I would recap them i n t h i s letter. c a t i o n process would s t i l l be two years away
and one might ask "so what do I do i n t h e
During our conversation you r e l a t e d t o me some meantime." I t h i n k t h a t most owners, even i f
of t h e problems you have experienced with your they had a t u r b i n e r e t r o f i t on order, would
Continental Motors powered Malibu. The prob- l i k e t o address t h e e x i s t i n g engine problems
lems such a s exhaust valve and piston r i n g wear i n t h e i n t e r i m period. And of course, t h o s e
a t l e s s than 1/2 TBO time and t h e problems with not i n t h e market f o r a t u r b i n e may want t o
t h e exhaust system a r e f a i r l y t y p i c a l of address some engine problems and improve
turbocharged p i s t o n engines. I f I am not reliability.
mistaken, Continental has a l s o had some prob-
lems with spun main bearings e t c . which I Aswementionedearlier, o n e a l t e r n a t i v e i s t h e
understand they have resolved. i n s t a l l a t i o n of a d i f f e r e n t p i s t o n engine. A t
t h e expense of sounding negative, i n my
I n i t i a l l y , w e discussed t h e p o s s i b i l i t y of experience, t h i s would g i v e you a " d i f f e r e n t
repoweringtheMalibuwiththenewliquidcooled setofproblems". Youwouldthen, o v e r a p e r i o d
Voyager Continental engine o r r e t r o f i t t i n g of time, discover what t h e y a r e .
e a r l i e r Continental powered Malibus with t h e
350 HP Lycoming Mirage engine. While our I believe t h e best course of a c t i o n would be
company i s more f a m i l i a r with t h e Lycoming, t o address t h e problems you have now and
having previously i n s t a l l e d them i n t h e Beech already know about. Many of t h e problems
Bonanza V35 and A36 and t h e Aerostar, we would associated with t h e Continental engine a r e
have no problem i n s t a l l i n g t h e l i q u i d cooled c o m n t o o t h e r turbocharged p i s t o n engine
Voyager engine in t h e Malibu. i n s t a l l a t i o n s . Our company has pioneered t h e
c o r r e c t i n s t a l l a t i o n of i n t e r c o o l i n g systems,
One option t h a t makes t h e most sense t o me i s t h e proper design and manufacture of exhaust
t o i n s t a l l a G a r r e t t o r P r a t t and Whitney systems, some constructed of Inconel high
turboprop engine. Unfortunately it' s a l s o t h e tenperature a l l o y s , and t h e d e t a i l i n g of t h e
most expensive option and t h e research and cooling b a f f l e systems needed t o properly cool
development expenses c o u l d b e s u b s t a n t i a l . The air-cooled a i r c r a f t engines. With p i s t o n
c o s t of such a r e t r o f i t would be i n t h e engines t h e r e a r e always going t o be l i m i t a -
$400,000.00 t o $450,000.00 range. However, t i o n s but, i n every case, w e have been a b l e t o
performance would be q u i t e good with a 250 knot make s i g n i f i c a n t improvements. Of course
c r u i s i n g speed and t h e time t o climb t o FL 250 we're not t h e only company capable of making
wouldbe 1 7 minutes. W e c o u l d a l s o increase t h e such improvements, but I t h i n k it i s f a i r t o
a i r c r a f t ' s c e r t i f i e d c e i l i n g t o 30,000 f t , say w e have t h e most experience and e x p e r t i s e .
givingonebetterweatheravoidancecapability.
Fuel flow a t 250 KTAS would be 35 gph and t h e The Malibu i s a very e x c i t i n g a i r p l a n e t h a t has
VFR range with r e s e m e s , assuming standard f a r g r e a t e r p o t e n t i a l than it has already
tanks, would be 700 nm. demnstrated. I t ' s unfortunate t h a t some of
t h e P i p e r plans f o r a t u r b i n e version have not
Of course one primary reason t o i n s t a l l t h e y e t materialized.
turboprop would be improved r e l i a b i l i t y . An-
otherfactorthatalmostneedstobeexperienced A t t h e present t i m e , t h e options I have
t o be appreciated i s t h e extremely smooth power mentioned here a r e j u s t food f o r thought. I f
t h a t i s a v a i l a b l e . I f t h e PT6 engine i s chosen, t h e r e i s any i n t e r e s t l e v e l i n e i t h e r t h e
one could expect a 3,500 hr. TBO o r about t r i p l e t u r b i n e upgrade o r an improvement t o t h e
t h e a c t u a l TBO of t h e average p i s t o n engine. e x i s t i n g engine i n s t a l l a t i o n , f e e l f r e e t o
have your mmbers contact me t o d i s c u s s t h e
Another f a c t o r i s t h a t t h e turboprop engine can possibilities.
be t h r o t t l e d back from maxim c r u i s e power t o
i d l e power i n less than 5 seconds with no Sincerely,
PA-46-310P melted. Heat shield pln 84136004 was throttle was exercised back and forth to
Problem: Bearing slipped not installed onright turbochargerwhich work in the oil. After 3 movements,
allowed right rear lord mount to be throttle seized. Throttle body shaft and
Enginequitfor2 secondsthenranrough. exposed to excessive heat. Lord mount metering unit was the problem area.
Found zero compression nr 2 cylinder was replaced 60 hours earlier by Piper
and exhaust valve broken in half across aircraft. It is not known if heat shield PA-46310P
face. After removing nr 2 cylinder, was present at that time. Problem: Heat shield worn
found main bearing nr 2 (fmm rear of
engine) appeared to have moved out of PA-46-310P Upon performing an annual insp, found
place. This is third valve on this engine Problem: Hose collapsed that the heat shield for the exhaust pipe
to break across face, twice before hap- from the left turbo was not lined up
pened tour 5 cylinder. Engine had only Pilot reported loss of manifold pressure properly, causing the heat shield to rub
1600 since factory overhaul. to 27 inches at 9,500 feet, loss of TIT to on lower left cowling, close to the cowl
1,400 degrees Fahrenheit. Upon re- attachment point. Rubbing caused heat
PA-46-310P moval of engine cowling, found that shieldto wearall the way backto bracket.
Problem: Bearing shift spring inside of scat duct to left turbo Made temp repair.
charger had been sucked almost into
The engine has 816 hours on if it was blades. Scatducthad collapsed, cutting
disassembled, and in reassembly new off air to turbo charger. PA-46-310P
bearings, gaskets and seals were in- Problem: Exhaust stack cracked
stalled. Therefore this aircraft was ex- PA-46-310P
empt fromemergency AD89-14-01 and Problem: Hose separated Cruising at 18,000ff pilot heard a pop
amendment 39-6308. Teledyne Conti- and experienced loss of manifold pres-
nental mandatory SB M89-14 regard- The hose pln 642917-2 separated from sure and pressurization. Both stabi-
ing checking crankshaft end play. On the left intercooler inlet at 23,000 ft lized at lower levels, examination dis-
the aircraft and engine there is 1,262 shutting down engine. A successful closed exhaust stack on nr 1 cylinder
hours, the engine began to run not at full restart was made at about 6,000 ft and failed around T-leading to crossover
rpm. Maximum rpm decreased from the aircraft was landed. The submitter pipe, leaving a hole approx 1-112 x 3
2550 indicated rpm to about 2350 rpm stated that this is the fourth time an inch in the stack. Small T-tube flange
over a period of about 2 or 3 hours of incident similar to this has happened. showed bulge adjacent to weld which
engine time. Itwas found thatnr2 main probably developed cracks leading to
crankcase bearing had shifted, and there PA-46-310P failure. Part repaired and reinstalled.
was indication that there had been crank- Problem: Induction hose loose
case fillet-bearing contact.
Induction hose between turbocharger PA-46-310P
PA-46-310P and intercooler disconnected in flight Problem: Tee assembly cracked
Problem: Bolt backed out resulting in loss of manifold pressure.
Reconnected hose, tightened clamps. Aircraft would not produce adequate
At an annual inspection on a one year Test run, system operated normal. manifold pressure settings i/a/w pilots
old Malibu, the upper forward camshaft operating handbook. Engine ran rough
boss (crankshaft seam) bolt was found PA-46-350P and back-fired at altitude. Manifold
to have vibrated completely out, and Problem: Cable stiff pressure erratic throughout descent.
was found laying on the horizontal area Found right bank exhaust tee cracked
of the forward engine baffle. Both the Mixture conml was reported very hard 90 percent and around assembly above
bolt and the threads in the crankcase to operate. Inspectionrevealed mixture turbocharger. Turbocharger and heat
were in good condition. control cable burnt in section forward exchangerforcabinheating is supported
of fiiwall and near the exhaust cross- by one bracket at turbocharger.
PA-46-310P over pipe aft of engine accessory sec- Submitter recommends additional
Problem: Heat shield worn tion. Submitter recommends that a bracket be installed to support tailpipe1
firesleeve be installed in the subject heat exchanger assembly.
Upon performing an annual insp, found area to prevent re-occurrence of this
that the heat shield for the exhaust pipe problem. PA-46-310P
from the left turbo was not lined up Problem: Tee ~ssemblycracked
properly, causing the heat shield to rub PA-46-310P
on lower left cowling, close to the cowl Problem: Shaft seized During oil change, noticed exhaust
attachment point. Rubbing caused heat stains on right tail pipe and engine
shield to wear all the way backto bracket. Engine replaced by TCM due to oil mount. Inspected closer and found tee
Made temp repair awaiting new part. leakage and warped block assembly. assembly cracked .75 inch around cir-
New engine was installed complete, to cumference. Crackappearstobecaused
PA-46-310P include allcomponents. After2-3 flights by excess weiaht attached to turbo and
Problem: Heat shleld misslng long distance, pilot complained of stiff &sufficient m&ting of turbo.
throttle movement at low end. Upon
Found right rear lord mount baked and lubrication of cables and linkages, M-MOPA

May 1#g2 Pago 21

Here are the details of the noise reduc- with lead septum. 3 pcs 1" thick MUadh. size 2x 4.5 ft
tion project I discussedin the last issue. 3 pcs 1 1n"thickMUadh. size 2x4.5 ft
THROTTLE QUADRANT PEDES- 3 pcs 1 In" thick S/M LF size 2 x 4.0 ft
1. Figure approx 12 hrs to remove TAL: Line with GP3.045. 4 pcs GP3 .045 mil size 2 x 4.0 ft
headliner, side panels and floor boards, (might come 4.5 ft)
install new materials, and button up. You will have materials left over ...you
Weight increase should be between 18- can find plenty ORDER FROM:
20 lbs., well worth the dramatic reduc- of places to 'packer in' ...use 1/2" MU TODD & FRY ASSOC. INC
tion in noise. Work is confined to areas ADH under cable runs right to rear of P.O. Box 1689
forward of the main spar on the floor, cabin. You can even use this 112 ma- Longmont CO 80502
and from the emergency escape hatch terial on backside of rear baggage bulk- ATT: Cindy Fry
forward for ceiling and wall panel ar- head (or in combination with with GP3 Tel: (303) 776-7331
eas. We will also insulate the front and .045 if such material is left over.) FAX: (303) 776-7247.
rear walls of the forward baggage com-
partment HAVE FUN ... YOU WILL LOVE Will be shipped UPS ...
THE QUIET RIDE! ! Cost?? Materials cost approx $275
2. Existing insulation removed from seven years ago ...no matter what, it'll
the work areas can be tucked under the SUGGESTED QUANTITIES TO be worth it!
floor panels on either side of the cable ORDER:
run down the center of the aircraft from Call me if you need further help ...
the main spar rearward: this will not 3 pcs 112" thick W a d h . size 2 x 4.5 ft MMOPA
result in much noise reduction since the
rear cabin is already very quiet, but it
helps considerably to retain cabin heat.
For the center cable run, do not stuff Technical Specifications
loose insulation, rather use 112 mate-
rial MWADH sheets and tuck it under GP-3 DAMPING SHEET
the cables. DBa readings in rear cabin GP-3Damping Sheet is a flexible viscalastic damping material available in sheets and
should be reduced to 77-78 readings (if custom diecut parts. It is ideally suited for controlling vibration and noise problems in
your door does not hiss) after entire electriul appliances, data ssing equipmenl, lant machinery, duct work, etc., as well
project is complete. Cockpit area should as in marine, aircraft and &sportation vehicyes. Impomnt features of GP-3 Damping
Sheets are:
read between 8 1-83 near the pilot's ear.
Formulated for maximum damping efficiency. over a b r o d f ueacy nnge, at mom
3. Since we are dealing direct with tempe.rature ( 2 2 C a 7YF) with useful damping over 10 to% (50 to 120°F).
factory, all products ordered come in Excellent workability, flexibility and ease of handling.
Conformable with heat and pressure to many complex surfaces or parts.
sizes of 2 ft x 4.5 ft for non-lead prod- Excellent flame retardation, meets requirements of UL 94 V-O classification.
ucts and 2 ft x 4 ft for products contain- Excellent resistance to aquecxls solutions, oils, greases, and common industrial fluids.
ing lead septums, with a minimum of 3 Available in composite form with acoustic quality foams.
sheets per type. This may give you Compatible with common epoxy and neoprene-based contact adhesives.
Su plied with hgh performance, ready-to-use pressure sensitive adhesive as a mandard
some excess materials, but I have found Peature.
places where additional 'stuffing' in-
creases noise reduction and very little TYPICAL PROPERTIES:
material is left over. Chemical Type: Filled vinyl copolymer
Color: Black (Gray or Buff optional)
Size, mm (in.): Standard 610 (24) by 1372 (54),
NOSE BAGGAGE: 1 112" MUADH and 1372 (54) by 1905 (75)
Thickness, mm (in.): Standard 1.3 (0.050)
(might need thinner W A D H at Fwd Weight, W m Z(lbtft?) 1.95 (0.40)
Wall. Tensile Strength ~ l m ~

COCKPITFLOOR & SIDEWALL(up

.--
( ~ --~ i,-
Elongation, %:
nh: 2.7 x 106 (400)
a,p A s m Ks ASlM D 638

to window height). First application Flexural Modulus, ~ / (PSI):

m ~ 1.2 x 108 (17,000) per ASTM
D 747
GP3 .045 mil, against external aircraft Abrasion Resistance: Caad, average wt. loss 500 mg.
skin to deaden vibration. Then apply with H-18 wheels, 500 gram load.
MUADH;thickness will vary accord- 500 cycles, per ASTM D 1175
Service Temperature Range: O T (32°F) to 70°C (158OF)
ing to location; use maximum thickness Flame Resistance*: Meets requirements of UL 94 V-0
for best results. classification, meets FAR 25.853
(6) Vertical R a m Test
COCKPIT HEADLINER: First appli-
cation: GP3 .045 mil against skin then
apply 1 112" SIM LF foam soundmat
3
4
"I always have plenty of room for my valued passengers."
The Sy Weiner STC for nose compartment passenger space.

'''k -> Call Us For a

Renewal Quote!
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to get the highest quality coverage. Call Alan Gallaway today.

Toll-Free: (In California) 1-800-338-1661

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(In Sacramento, California) 916 -428-5503

Werl hof Aviation lnsurance

I Buy Your Malibu Insurance from Someone Who Knows The Market
 PIPER AIRCRAFT CORPORATION'S
EXCLUSIVELY APPROVED MALIBU MOBILE TRAINING SCHOOL
Now Offering Intensive Weekend Refresher Training
at Locations Throughout the U.S.A.

May 29-31 Manchester, NH August 7-9 Seattle, WA

June 12-14 Baltimore, MD August 21-23 Rockford, IL
June 26-28 Denver, CO September 23-25 Santa Fe, NM
July 10-12 Akron, OH October 23-25 Santa Maria, CA
July 24-26 TBA November 13-15 Dallas, TX

Or By Special Arrangement

ATITTUDES is owned and operated by Bob Scott and Mary Bryant. Bob Scott has been with Piper
Aircraft since 1971and has managed the Piper Training Center since 1980. He has been associated
with the Malibu program since its inception in 1978. Mary Bryant was formerly an instructor in the
Piper Training Center, Factory Demo Pilot, and Regional Sales Director for Piper Aircraft. Attitudes'
training programs are approved by the Leading Insurance Underwriters.

For more information, contact Mary Bryant at (813)821-6835, FAX (813)821-3328, or return the
following to ATITTUDES.
----------_-----------------------------

A777TUDES: 307 Brightwaters Boulevard, St. Petersburg, Florida 33704

Name I own/operate N#
Address

Telephone Work Home FAX

Please send me details on your course at (location)