KiwiFlyer Magazine Issue 95 3031 2023 z8 Above: Continental CD-155 (Jet-A) engine in a Robin DR401. Right: Continental PRIME IO-370 during installation. The IO-370 is a certified drop-in replacement for C172s. Ensuring you operate at best cost Limitations and performance monitoring All pilots should know that operating limitations are prescribed for reasons, usually to do with achieving safe and reliable performance for the life of your engine. Continental operating limitations are published in the operations and installation manuals which can be found on Continental’s website. The manuals tell you how to cold start, take off, cruise, and how to monitor performance including manifold pressure. It is important for owners and operators to monitor all engine parameters, especially CHTs and oil temps during break-in and throughout the life of the engine. Too low of an oil temp does To TBO and Beyond Piston engine maintenance and tips from Continental Engines Continental Aerospace Technologies have produced piston aircraft engines for more than 115 years and thus need no introduction to anyone familiar with aviation. From the A-70 seven-cylinder radial of 1929 to the venerable O-200 powering the Cessna 150, through the era of turbo-charging and fuel-injection development, then more recently diesel and Jet-A operations, the company has provided engines to reliably power hundreds of thousands of aircraft. could be changing with the materials in the oil can be established – but never commence this process during an engine run-in period. Take the first sample only after the first 100 hours of operation. A history of meticulous servicing and oil sampling will also be important if on-condition operations are to be considered once the prescribed overhaul hours or time are reached. Maintenance tips Operate your engine! Get out and fly it at least an hour every two weeks and get the engine to operating temperature under load. Running it on the ground isn’t the same. Perform frequent oil and filter changes according to the M-O. This adds to the longevity of your engine as it is the oil which is doing about 30% of the cooling in your engine. Clean oil cools better than dirty oil. Oil cools, cleans, lubricates, seals, and protects your engine. Maintain your fuel system. Fuel injection is one of the most overlooked maintenance items on an engine. Continental recommends checking the fuel system set up every 100 hours or annually, whichever comes first. Your engineer would review the fuel flow and pressure during this inspection. When cowlings are put back on after maintenance, make sure that the baffling is not torn or worn, and that it is in good overall condition. For proper cylinder and engine cooling to occur, the baffling should seal with the cowling. Also make sure that the baffling mounting brackets are secure with no cracking or other fatigue evident. Preventative maintenance Regularly compression test and borescope your cylinders, but remember when evaluating an engine, the compression test tells you what is going on in that one cylinder that is being tested, not the entire engine. Chapter 9 of the M-O for Continental engines has recommendations for corrosion inhibition of engines that will be inactive for 30, 90, and more than 90 days. When it’s time for overhaul Considering the options When the time comes for a new engine, operators may choose from a Factory New, a Factory Rebuilt (only provided by Continental Aerospace Technologies), a Factory Overhaul (through Continental Services and the Factory Service Centre in Fairhope, Alabama, USA), or a field overhaul. Factory New and Factory Rebuilt engines are zero timed. Only the manufacturer can zero time your engine. New means all new parts and accessories with a 24 month warranty. Rebuilt means a mix of new and rebuilt parts are used, but they must meet the same specification of new parts. Rebuilt engines have an 18 month warranty (12 months for accessories). The option that is right for you could depend on location, cost, and the necessary lead time, but a factory new engine will add the most value back to your aircraft. Engine and parts lead times vary. Always contact your engineer in advance to discuss the options for ordering parts or a new engine. Making the most of the opportunity Overhauling your engine is a significant investment. It is also a significant opportunity to look harder at many other things which can be tended to at minimum cost while the engine is out of the aircraft. Not only will the shiny new engine installation look better, but some preventative maintenance now will almost certainly save money over the next few years of operation. Pay close attention to and consider replacing: - engine mounts and bolts - oil, fuel and air lines - belts and other rubber components - senders for instruments and any tired wiring and shielding. Inspect and overhaul baffle systems. As mentioned earlier the cool running of your new engine depends on it. Look for and address any corrosion, wear, fretting or chafing. Inspect the firewall condition and consider refurbishment. Check the life of ancillary components. It could be worth writing off some of that to get components back into the same calendar and hours cycle while everything is apart. Consider calibrating critical gauges. You don’t want to base the monitoring of your new engine on faulty readings. This is also a good time to pay extra attention to your propeller, the condition and balance of which can have obvious impacts on aircraft performance. Unscheduled maintenance can be disruptive and expensive. Remember that scheduled and appropriate preventative maintenance is the best way to avoid unscheduled maintenance. Of course preventative maintenance should always be fit for purpose; private owners often want to reduce cost in the short- term whereas commercial operators are much more likely to seek to reduce downtime and minimise long-term costs. Upgrade opportunities When the time comes to replace your engine you could swap it out with a like for like (same model) engine, or in certain airframe applications you may have the opportunity to upgrade to a different model/type of engine. Continental offers a variety of engine upgrade options depending on your aircraft and mission needs. Feel free to contact Steve Bennett for more information (details later in article). Continental PRIME power for Cessna 172 Continental’s PRIME IO-370 is a certified factory drop- in replacement engine for later model Cessna 172s. This 180 hp engine is currently available in the US and Australia with new markets coming soon. Reasons for switching to a PRIME engine include a current lead-time of only 35 days and extremely competitive pricing against the original engine provider’s options of New, Rebuilt, or Overhaul. The PRIME IO-370 TBO is 2200 hours and is covered under Continental’s factory warranty. (Fun Fact: Continental Aerospace Technologies’ CEO Karen Hong is currently learning to fly behind a Continental PRIME engine.) Find out more at: www.continental.aero/Prime/Prime_ Certified_Engines Jet-A options Continental recently celebrated a milestone where Jet-A engines have accumulated 10 million flight hours. Diesel combustion cycle engines are continuing to grow in popularity where it is hard to source quality 100 LL fuel. Continental are also seeing an increase in interest from flight schools due to the engine’s performance and other benefits. Cessna 172 operators for example, can experience a fuel saving of 40%, enjoy more flying and less downtime with 100 hours between scheduled maintenance, and the engine has a Full Authority Digital Engine Control (FADEC). Continental recommends that pilots flying behind a FADEC controlled engine can focus more on flying and less on engine management. not burn the latent moisture out of the oil to prevent corrosion. Optimum CHTs are 375 to 385 degrees F with a maximum being 460 degrees (190-196 and 238 degrees C). Servicing regimes All servicing instructions and guidelines are listed in M-O publications (Standard Practice Maintenance Manuals) with easy to use worksheets for 25, 50, 100, and 500 hour inspections. Chapter 3 lists all of the approved oils and fuels for Continental engines. Continental recommends that oil analysis tests are conducted at regular intervals. With three samples, a trend of what With an objective of sharing some useful maintenance wisdom with readers, KiwiFlyer spoke with Steve Bennett, Continental’s new Territory Support Representative for S.E. Asia & Pacific, to learn more about achieving the best possible value from both the operation and overhaul of an engine. We also discussed upgrade opportunities and some of the latest developments Continental are working on, as well as support for operators in New Zealand and Australia KiwiFlyer Supply and Maintenance Annual FeatureKiwiFlyer Magazine Issue 95 32 Converting a Cessna 172 to a Jet-A engine takes about 21 days after which the owner can fly for up to 2100 hours before it would be time to replace the engine (TBR, not TBO). Find out more at www.continental. aero/diesel/diesel-engines.aspx Support from Continental Introducing Steve Bennett, Territory Support Representative for S.E. Asia & Pacific Steve Bennett joined the Continental team in 2023 as Territory Support Representative. With over 37 years of experience in aviation sales, engines, spare parts, and support to the Australian market, Steve’s career has been dedicated to aviation. Prior to Continental, Steve worked to promote and grow engine sales for Airflite. He was also a Sales Manager for Hawker Pacific covering Western Australia, South Australia and the Northern Territory and was a Branch Manager for Aviall for 23 years. Over the years he has gained a wealth of knowledge and knows what it feels like to be a Continental customer. This drives him to advocate for all customers in his region who can call on him for support. Contact Steve on +61 4 1828 1590 or email: sbennett@continental.aero Distribution Partners A list of Continental Distribution Partners can be found at www.continental. aero/Distribution_Partners.aspx In New Zealand, contact Aviation Power Supply at 5/4 Markedo Place in Papakura, Auckland on 09 298 8992 or email: rob@aviationpowersupply.com.au Technical Training For engineers and pilots that may be interested in learning more about engine components, maintenance, and operations, Continental offers 4 or 5 day Factory Technical Training courses at their facility in Mobile, Alabama. Training for Jet-A owners is also available at the company’s German and the Mobile facility. For details of available courses visit www.continental.aero/services/factory- training.aspx For more information Contact Steve Bennett or visit www.continental.aero or any of the company’s social media platforms including Facebook, Instagram, X formerly Twitter, and LinkedIn. Certified AvGas Engines Continental produces four series of certified factory new and rebuilt AvGas engines, ranging from 100 to 375 hp. All are built in-house at Mobile, Alabama in the USA from parts manufactured on site. The 200 Series has powered training airplanes for decades and the O200-D LSA engine offers builders a certified engine that is lighter without compromising performance, durability or service life. The 360 Series offers up to 225 hp in turbocharged and intercooled form. This is followed by the 470 Series, the O-470 powering the majority of Cessna 180 and fixed-gear 182 aircraft from 1953 through The Continental Piston Engine Range Titan Experimental Engines Favoured by kit-plane builders, Continental’s 174 – 195 hp 4-cylinder Titan engines are individually built to customer specifications. The Titan X-340 Series has the same dimensions as a 320 cubic inch engine, but at 180 hp is more powerful and lighter. The X-370 is dimensionally like a parallel valve 360 engine but offering excellent low-end torque and up to 195 hp. 1986 with some versions making full power at a smooth and quiet 2400 rpm. The 500 Series (Beechcraft Bonanza and Cessna Centurion) include both 520 and 550 cubic-inch models in either naturally aspirated or turbocharged configurations. Certified Jet-A Engines Continental’s Jet-A engines now number over 7,500 and have reported upwards of 10 million flight hours. They are specified by major OEMs including Tecnam, Cessna, Diamond, Mooney, Glasair, Piper, and Robin. Rated from 135 to 300 hp and operating on universally-available aviation fuel kerosene (Jet Fuel, Jet-A and other certified aviation Jet fuels), each is certified to the requirements of FAA, EASA and a further 78 countries. CD-135 and the CD-155 engines (135 and 155 hp respectively) are available as a complete retrofit kit. These kits include the engine, the engine mount, the propeller, the dual redundant FADECs, all wiring harnesses, electronics, instrument panel gauges, accessories and parts required to transform an aircraft and install a Jet-A engine. The CD-155 as well as the 170 hp CD-170 run on both jet fuel and diesel (DIN EN590), and accepts any combination of the two. Continental’s latest Jet-A engine is the 300 hp CD-300 which is also EASA certified. Prime Certified Engines Continental Prime certified engines are competitively priced and designed specifically for high utilisation applications such as flight schools or fleet operators. The 370 Series offers from 180 to 195 hp with the IO-370 model being a certified drop-in replacement engine for Cessna 172s. KiwiFlyer Supply and Maintenance Annual Feature35 2023 #8KiwiFlyer Magazine Issue 95 34 LED navigation lighting. The avionics suite that was decided on was: Garmin G500Txi flight deck; Garmin GTN750xi and GTN650xi with GMA35c remote audio panel; Garmin GFC500 autopilot with yaw; Cies digital fuel senders and AeroLED navigation lighting. Throughout the installation every attempt was made to make ensure we used the existing Cirrus wiring loom connections. This was in order to help futureproof the aircraft and also to make any future fault finding easier for experienced Cirrus engineers. With Cirrus aircraft being composite, there are unique challenges when it comes to any avionics installations. The most notable is the requirement to over-braid flight critical wiring that is not within the metal centre console structure of the aircraft. With most avionics wiring behind the instrument panel, only covered by a composite glare-shield, care was taken to remove the over-braiding from the existing wiring, removing unnecessary wiring, installing the new wiring and then over- braiding the wiring harnesses to ensure the full system is protected from EMI and lightning. The wiring through the wings and down the fuselage and tail received the same over-braiding treatment. Major Cirrus Avionics Upgrade by Avcraft Alongside luxury, performance and a parachute, part of the evolution of the Cirrus SR22 identity has always been the comprehensive suite of avionics the aircraft is equipped with as standard. Technology changes rapidly however and thus avionics improvements have formed one of the major changes between different models of the aircraft over the years. As with many certified aircraft, the general appearance of the Cirrus has changed relatively little from the first to the current model. So what to do to bring an earlier generation SR22 closer to the capability of a new one… Take all the avionics out and start again of course. Avionics Manager for Avcraft Engineering, Aaron McLeod tells the story of a major and very successful project recently completed in their Feilding hangar: From the original analogue instruments to an Avidyne Entegra Flight Deck, to the Garmin-based Cirrus Perspective, and Perspective Plus, avionics capability has evolved with the Cirrus SR22. It used to be that the only way to get the latest avionics in a Cirrus meant spending a significant sum on the latest new aircraft, but now thanks to Garmin and their G500Txi Flight deck, earlier generation Cirrus aircraft can get a new lease of life with the latest in Garmin touchscreen technology. A Cirrus that we at Avcraft have been maintaining for several years contained an Avidyne Entegra Flight Deck with dual Garmin GNS430 units and an S-TEC 55x Autopilot. This remains a very capable avionics suite, but now more than 20 years since initial release, there are far more modern systems available for a cost-effective price. This particular Cirrus SR22 is kept in immaculate condition by two very experienced and diligent owners.They love the performance and capability of the SR22 and were keen to replace the legacy avionics with equipment that would futureproof the aircraft and offer the full advantage of PBN and SBAS once available. After looking at several options, it was decided to replace the entire avionics suite with the latest, greatest and cost-effective equipment. This included: Primary Flight Display; Multi-Function Display; GPS/ NAV/COM #1 and #2; Autopilot; Audio panel; Standby instruments; Engine monitoring; Fuel quantity senders; and A sensational upgrade for a delighted owner. by the GFC500 in the Cirrus takes all the hard work out of flying the aircraft and you know you are going to be exactly where you need to be. The RNP Approach functionality makes you never want to use a VOR approach again. The new system was a learning curve for the operator after using Garmin GNS430 units for many years, but they won’t go back as the new equipment far outperforms the old in every aspect. This installation has been a huge success and functioned flawlessly with initial flight testing and systems verification carried out in-house. The new equipment is seamlessly integrated with the aircraft and brings it up to the capability of the latest Cirrus off the factory line, with the bonus of touchscreen technology only offered with the Txi Flight Deck, for a fraction of the cost. The next big project for the Avcraft team is a very similar install in a Cessna 180. The team has never been busier. For more information Avcraft offer a full range of engineering and avionics services. Contact Mat Bailey, Aaron McLeod or Trina Futcher on 06 212 0920, email: mat@avcraft.co.nz, avionics@avcraft.co.nz, finance@avcraft.co.nz or visit www.avcraft.co.nz to find out more. Work in progress. The original Avidyne Entegra suite at top left. The instrument panel from the legacy avionics was not suitable for the new installation and a new panel was required. This was designed in house to match the aircraft and equipment perfectly. The panel was manufactured, then finished with a hard-wearing, printed vinyl overlay to match the existing interior and retain all required placards. The resultant panel retains the factory standard fit and finish and looks very smart A Garmin GI275 Standby ESI complements the G500Txi system and functions seamlessly with the GFC500 Autopilot. With the extra space available in the bolster panel now that three instruments were replaced with one, it was decided to install a Garmin GCU 485 controller for the G500Txi system. Since using this system, the operator has described the unit as a must-have, as the analogue controller can be easier to operate than a touch screen in turbulence. With the ergonomic placement and extra tactile control functionality of the GCU485, it’s very easy to change settings while getting bumped around. “I have never had such a precise Autopilot before, the thing is amazing,” was the operator’s response after using the Garmin GFC500 for a few months. The 4-Axis control offered KiwiFlyer Supply and Maintenance Annual FeatureKiwiFlyer Magazine Issue 95 36 www.aviationsafety.co.nz 027 280 6549 sales@aviationsafety.co.nz ETSO Anti-Exposure Suits The complete range of Switlik products is available from Aviation Safety Supplies Limited, including: UZIP Immersion Suits l 10 year service Lifejackets Helicopter X-Back lifejackets l Single Person Liferafts l Waterproof, breathable and Fire Resistant Tri-Laminate fabric construction l Waterproof, breathable, stretch socks attached to the suit l PolarTec Fleece Zip-In Liner options provide up to 6+ hours of survival l Custom sizing available for the ETSO Pilot Suit l ETSO Passenger Suit available in generic pool sizes l All suits come standard with a neoprene hood & glove kit l U-Shaped zipper allows for both male and female seated bathroom relief Constant Wear Pilot and Passenger Suits Owned and operated by Lloyd Klee, Aviation Safety Supplies Limited in Tauranga has more than 35 years’ experience in providing Safety Equipment to the Defence, Marine and Aviation Industries. The company is CAA Part 145 and SMS certificated and offers a wide variety of services to aviation communities in New Zealand and overseas. Kannad repair and distribution Aviation Safety is the only Kannad approved Part 145 Kannad repair station and warranty replacement facility in New Zealand. Note however that Lloyd sold the distribution rights for the GA range of Kannad ELTs to Avcraft Engineering / Aviation Radio in 2022. Nick at Aviation Radio in Wellington is the contact for new Kannad product. Lifejackets and Liferafts Aviation Safety stocks and can service a range of Switlik and Baltic inflatable lifejackets. The Switlik range includes inflatable TSO / FAA approved lifejackets (stowable ten-year service as carried by Air NZ and other carriers) and the popular X-Back Helicopter lifejacket S-7200 series. This jacket is a must have if wearing a helmet due to its low-neck profile. Aviation Safety has the privilege of assisting many in the rescue helicopter industry with their inflatable lifejacket servicing which all require a NZ CAA Form One release to service. Aviation Safety sell and service Switlik single person liferafts, the two models of the Switlik FAA approved liferaft with a five- year service life, and Switlik UZIP immersion suits as used by the USCG and RNZAF. Air supply and monitoring HEEDs spare air devices are available. Aviation Safety also carries a range of carbon monoxide monitors. 406MHz PLBs and ELT testers Several brands of 406MHz PLBs are represented and the company also supplies 406MHz ELT testers (BT200) from WS Technologies Inc. in Canada. Tracking Low-cost aircraft tracking devices such as the SPOT 4 are usually available off the shelf. Human slung load equipment A range of SAR harnesses, lanyards and belts for human slung loads during helicopter operations are available, supplied by Lite- Flite in Denmark. For more information For all enquiries contact Lloyd on 027 280 6549, email: sales@ aviationsafety.co.nz or visit www.aviationsafety.co.nz Everything for Safety at Aviation Safety Supplies An approved Part 145 Repair and Service Facility 37 2023 #8 KiwiFlyer Supply and Maintenance Annual Feature DISTRIBUTOR PARTNERS Maintenance for Certified, Sports and Microlight Aircraft from Autogyros to Turboprops Aeroplanes: Aluminium, Composite, Fabric/Wood, LSA, Experimental Helicopters: Group 1, Group 2 Piston Engines: Turbo/supercharged, Diesel Turbine Engines: Allison 250, P&W PT-6 Checks: 100 hour, Annuals, Review of Airworthiness Other: Upgrades, mods, out of the ordinary projects, prop balancing, aircraft weighing BRS Whole Aircraft Parachutes: Official Repack Station, Supply, Service, Fit, Parts Magnum/Stratos Parachutes: Service, Fit, Parts Rotax 9xx specialists: Gearbox inspection/repair, 200hr carb inspection, rebuild & balance, 5 year rubber, sprag clutch replacement, iS ECU data and fault log downloads, on-condition programmes Contact Bryn Lockie 09 973 5119 info@LEAV8.com www.LEAV8.com West Auckland Airport Parakai North Shore Airport AucklandKiwiFlyer Magazine Issue 95 38 HP Aviation Hoses has continued to grow both in capability and size, but Stephen says the principles of the business have stayed the same – focused on delivering “good old-fashioned customer service” with a quick turnaround time. It’s a service that goes beyond just filling orders. Kerry Barclay, Hose Shop Manager explains; “We work closely with our customers to eliminate risks for their business. If ordering hose part numbers is unclear just send us the old hoses and we’ll make the same hoses as those removed. That’s our speciality! This is what gives our customers peace of mind that the hoses will fit right, the first go… saving time and money, and keeping their platform operational.” More people – More capability Due to the support of the aviation community in Oceania and particularly with an increasing numbers of loyal customers in New Zealand, the company has taken on three new staff members in the manufacturing and finance areas. A number of new hose assembly types have recently been added to the HP Aviation Hoses TSO Charter. Stephen says that a recent visit to Stratoflex in Fort Worth which combined discussions with senior management alongside advanced training, “has strengthened our hose capability and increased our TSO Charter, promising more flexibility and tailored solutions for our clients. We are now distributing other Stratoflex products, including Quick Disconnects and speciality aerospace fluid conveyance fittings and this is helping to solidify our position as a comprehensive solution provider to both the Aerospace and Defence markets.” Collaborating with Defence On the subject of defence, Jamie has recently worked to form a strategic partnership between HP Aviation Hoses and the Defence Materials Technology Centre (DMTC) to deliver enhanced capacity and performance for the Defence sector. Jamie describes the partnership as “a remarkable opportunity for our company to contribute to the nation’s defence capabilities while demonstrating our position as industry leaders in aviation hose manufacturing”. Motorsport and beyond HP Aviation Hoses are also working with global partners to ensure that customers have access to the full spectrum of Stratoflex products and the wider Parker Hannifin Group. This now includes hose and coupler solutions for the motorsport industry. Stephen and Jamie say they intend to maintain the momentum: “We’re offering cutting edge aerospace technology and unwavering service excellence to clients around the world. These recent partnerships are just the beginning of the ascent. “The entire team at HP Aviation Hoses would like to extend our gratitude towards our loyal New Zealand customers for their business and support. We look forward to continuing our support to the region in 2024 and beyond.” HP Aviation Hoses services include: • Hose Fittings and Parts • Hose Assemblies • Customer Removed Hose Measuring • AOG Service • Hose Kits on request • Quick Disconnects • Fuel/Breakaway Valves • Hydraulic Fuses • Dynatube/Nutlok Fittings • GSE Support For more information Contact HP Aviation Hose Shop Manager Kerry Barclay Phone: +61 400 450 677 or +61 3 5428 4846. Email: sales@hpaviationhoses.com.au 1/9 Newry Drive, New Gisborne, VIC 3438, Australia. www.hpaviationhoses.com.au More people and capability for HP Aviation Hoses It’s been a busy 18 months for HP Aviation Hoses since we last profiled the business that Directors Stephen Plummer and Jamie Hughes started back in August 2020 during Covid. Having achieved the initial goal of establishing a service-focused aviation hose manufacturing capability in the Oceania region, the team have been working hard to increase capability in the business. Quality checking ahead of despatch. Pressure testing newly manufactured hoses. Teflon hoses ready to ship. KiwiFlyer Supply and Maintenance Annual FeatureAlongside, but independent of Central Aero Engineering, is Central Aero Electrical Limited. Central Aero Electrical was founded by Martin Ross in 2008. In 2019 Martin’s son Hamish took over as CEO of the company. Hamish is a LAME who has several years of aircraft servicing experience and of repair and overhaul of electrical components, including mechanical actuators and “running a company with an emphasis on service”. The company has extensive experience in starter/generator overhauls from 150 to 400 amp models of the three main manufacturers, with Hamish fostering business relationships with many overseas companies in support of this and the variety of other work that Central Aero Electrical undertakes. “There’s always a lot happening on the workbenchs,” says Hamish. “We’ve developed a useful reputation for getting our minds around unusual problems and designs.” There are many occasions on the books where components that might normally have been replaced, have instead been repaired (at considerable cost saving), delivering satisfaction to the Central Aero team and also their customers. And if they don’t already have an answer, the team’s connections can usually help. Central Aero Electrical has a comprehensive range of diagnostic equipment and a large test bench that will handle up to 12 cylinder magnetos. Capabilities cover a good range of starter/ Central Aero Electrical exchange components. Central Aero Electrical solve all kinds of problems generator, control unit rectification and overhaul work, along with 500 hour magneto inspections (usually completed with a one to two day turnaround). Mechanical actuator overhauls for various rotary and fixed wing types are also a regular job. Starter/generator work is also a common request, from helicopters through to Saab 340s. Dimmer control and EPO box (engine power out) test equipment is also to hand. An extensive equipment list includes a balancing machine utilised for dynamic balancing of armatures for optimal performance of each generator and electric motor. This dynamic balancer has very high accuracy and can be used for armatures and rotating machinery of many different sizes. Numerous exchange items are available, and Central Aero Electrical also stock a variety of parts for re-sale including starters, batteries, alternators, strobe units, starter/generators, GCUs, voltage regulators, ignition switches, and HT ignition harnesses. In many cases the company is able to deal directly with a component supplier, thus bypassing the aircraft manufacturer’s mark-up which they are happy to pass on as a saving to the customer. For more information Contact Central Aero Electrical on 07 843 2936, Hamish on 027 493 9975, Martin on 027 733 0208, or email: hamish@centralaero.nz Major inspections. Project support. Helicopter servicing. Amateur-built support. Based in the ‘Super Air’ hangar at the entrance to Hamilton Airport, Central Aero Engineering is a perpetually busy and interesting place to be. Company owner Paul Waterhouse says the hangar is always full of a wide variety of day to day maintenance and interesting project work. It’s true that you never know quite what you’ll see when walking through the door. Most likely there will be a helicopter of some sort perhaps undergoing a major check or overhaul, an amateur build project will be on show (the team offer lot of support to homebuilders), something from GA will be in for a check, there might be a Fletcher or Air Tractor waiting to return to topdressing duties, something vintage made of wood and fabric might be in one corner, and there might also be a balloon basket or inflated envelope undergoing an inspection. Most of this work is in the capable hands of Manager and Chief Engineer Stephen Grainger and his team, allowing Paul to spend time on the consultancy side of the business and supporting clients seeking help with “all things aviation, including managing regulatory requirements”. Services and Capabilities Central Aero’s services cover everything from pre-purchase inspections worldwide, shipping handling, CoA preparation and issue, airworthiness reviews, maintenance, repair and restoration of all flying machines, 24 month avionics checks, dynamic prop balancing, weight and balance services, maintenance control Hamilton’s Central Aero Engineering covers the maintenance spectrum for private and air transport operators, accident and incident investigation, parts and materials supply, and builder support. Central Aero is microlight and recreational friendly and sees various home-builts (fixed-wing and rotary) in for annuals and other support on a regular basis, as well as the same for hot air balloons and gliders. Support is also provided to owner/builders when time comes for initial CAA inspection and registration requirements. Maintenance control is provided for a variety of local Waikato operators, as well as a “logbook fixing” service for private operators who need assistance from time to time. Independent maintenance auditing and logbook auditing services are also available by request. Central Aero’s approach is one of ‘Delivering fair value’. It’s an approach that draws commercial and private operators, and a regular stream of home builders and microlight aircraft owners needing advice from time to time. “We’ll always try to help,” says Paul. “If you own it, or fly it, no matter what it is, from hot air balloons, to twins and helicopters, piston engines and turbines, give us a call for any advice or support you need.” Paul is also willing to provide support to trainee engineers sitting their exams, particularly from the point of view of covering legislation and how logbook entries should be made. “We can help explain what is being achieved with correct logbook completion and what they should be looking for,” says Paul. Stewart Systems Distributorship Central Aero are distributors for Stewart Systems waterborne systems for covering and painting aircraft. The Central Aero Team are very experiencd in fabric work from minor repairs to restoration projects requiring a complete fuselage strip and repaint. Enough stock is carried to cover at least a whole aircraft though it is always a good idea for customers to get in touch ahead of requirements to ensure specific stock can be ready when needed. Paul says he has found Stewart Systems to be great to use and wouldn’t go back to the alternatives; “If you make sure the viscosity and application method is exactly to the instructions then you can expect a great finish. We really enjoy using it.” For more information Phone the office on 07 843 1200. Contact Paul on 021 743 033 email: paul@centralaero.nz or contact Stephen on 027 278 8765 email: stephen@centralaero.nz or visit www.centralaero.nz Vintage wood and fabric repairs. KiwiFlyer Magazine Issue 95 4041 2023 #8 Helicopter Maintenance Aeroplane Maintenance Maintenance Control Services Light Sport Aircraft Maintenance Amateur Built Aircraft Maintenance Microlight and Autogyro Maintenance Rotax Maintenance Balloon Inspections Avionics Checks Propeller Balancing Airworthiness Reviews Digital Vibration Analysis Advice and support for all things aviation or visit centralaero.nz for more information KEEPING YOU FLYING Now distributing Stewart Systems waterborne products for covering and painting aircraft Balloon maintenance. KiwiFlyer Supply and Maintenance Annual Feature 07 843 1200 1 Ingram Rd, Rukuhia, Hamilton 021 743 033 paul@centralaero.nz 027 278 8765 stephen@centralaero.nz Office Paul Stephen43 2023 #8KiwiFlyer Magazine Issue 95 42 Martin, Josh and Tony with the finished 500 outside their hangar. Aircraft Painting the way it should be For many aircraft owners their aircraft is likely to be one of the highest value items they own. When time comes to refinish the aircraft with a new coat of paint, the job deserves to be done exceptionally well. However aircraft are big and controlled- environment painting facilities are small, so compromises are often made and work is often done in less than ideal conditions. Also to consider is the question of who is doing the painting; do they understand aircraft and have aviation in their heart, or are they just working on whatever turns up on the day. There are professionals out there, but there are certainly times when anyone with an attentive eye could look at paintwork on a million dollar helicopter and wonder who did that… and not from a complimentary point of view. It’s the opposite case at Tony Antonievich and Josh Adams’ company, Auto and Aero Refinishers Limited. Work coming out of their expansive facility at Waiau Pa near Ardmore will have people asking who did that, from the point of view of (insert favourite expletive) that looks good. Aviation and painting experience With 40 years of painting experience behind him and having worked in the industry for many years as an aircraft engineer, Tony is well known in aviation circles. Tony holds a CPL(H) and a PPL, has owned various helicopters over the years (500s being the favourite) and is the current keeper of Boeing Stearman ZK-TGA. Tony says he “retired” to the rural Waiua Pa property 20 years ago, but kept accepting work and subsequently developed the facilities that are now on the property including a 600 metre airstrip. Nephew Josh who is a 50% partner in the business with Tony brings 20 years of painting experience. They’re supported by Martin and Taylor with another 50 years of experience between them. Alongside the aircraft, the team are also car enthusiasts and as Tony says on a tour of the hangars, “Our focus is on refinishing aeroplanes and helicopters, though there is quite a bit of car restoration going on here too.” As Tony also says, “There aren’t many shops where the painter owns and flies aircraft so as well as the benefit of our aircraft to achieve this and how the transition between solid colour and camouflage would look. In a show of dedication to the cause, Josh spent a weekend painting the very same scheme onto his own ute as a practice run. The result looked stunning and convinced the 500 owner that his job was in the best possible hands. Another easily recognisable aircraft which the team had a hand in completing (they painted the fuselage) is Richard Hood’s Pitts Special, recently on the cover of KiwiFlyer issue 92. Also worth a mention is an exotic creation taking place alongside Tony’s Stearman in the hangar which melds a Cessna fuselage to a Rotec radial engine and an RV tail… For more information If the decision factors are aircraft engineering and painting experience, an aircraft-sized controlled environment to ensure a perfect finish, a passion for aviation, and a fair deal, then Auto and Aero Refinishers are an obvious solution when looking for the right person to paint your aircraft. In Tony’s words, “We’ve got the facilities and experience, low overheads, our own airstrip and we can offer real value for money.” Get in contact with Josh on 027 913 7530 or Tony on 027 290 5400, email: autoandaerorefinishers@gmail.com engineering and painting experience, customers also get the passion and care for the job that comes from being an aircraft owner. You can be sure that we’ll look after your aircraft very well.” Facilities to do the job right Tony explains the importance of painting in a controlled environment: “For years aircraft have been painted in sub-standard conditions because aircraft are so big - often in dusty cold hangars or outside. But modern high-performance coatings demand a controlled environment if they are to perform as intended. Coats needs to be applied within specified timeframes and with uniform temperatures and conditions so they properly key to each other - and to achieve the quality of finish an aircraft deserves. “There’s a lot more science to it now than when I started my career and there are an infinite number of options for customers to consider. Just about everyone wants a special colour which will require a base coat and then a two-pack epoxy clear. Prior to all of that we will have applied an etch-primer and then a two-pack epoxy primer. Most aircraft have graphics and the best outcome is always to paint these on which can require more layers and some very complicated masks. “It is imperative to be applying paint in perfect conditions to manage the curing process and avoid issues with the immediate finish and appearance of the job - and also later after the aircraft has been exposed to the elements over time. “All the coatings we use are approved for aircraft. We have paint suppliers involved in the process and providing guidance if required, and because of their confidence in our work they also warrant their product for our customers. “On site at Waiau Pa we have a 4 x 8.5 x 3.5 metre high controlled-environment helicopter and parts booth. For fixed- wings we’re about to complete a 12 x 12 metre prep booth completely separated from the fixed-wing painting facility which is even larger at 18 x 15 m and is also heated as a controlled environment. We also have a 5 x 8.5 metre media- blasting room. “And it’s worth noting that we have a dedicated painting team. The whole team can devote to a job to get it done quickly if required. Two of us live on site here.” Recent work Recently leaving the hangar is HTZ, a 500E operated by Eastern Heli Services out of Gisborne. The owner’s proposed scheme was of metallic grey with a camouflage pattern over the tail and fading into the fuselage. There were uncertainties however, regarding how One of Martin’s specialties is air-brushed artwork. Everything in this image is painted. Layer one of the camouflage scheme.Spraying a Pitts Special fuselage. KiwiFlyer Supply and Maintenance Annual Feature45 2023 #8KiwiFlyer Magazine Issue 95 44 KiwiFlyer Supply and Maintenance Annual Feature Aquamax has been using its unique process to strip paint and corrosion from aircraft for over twenty years. During that time the company has stripped many hundreds of fixed and rotary wing aircraft across a wide range of types. The process involves using very high pressure (25,000 psi) water directed through very fine nozzles on a rotating head to effectively cut the coatings from the substrate. Unlike regular water blasting, low flow rates are used so that the reaction load on panels is minimal. The results are described as stunning with little or no abrasion to the surface and corrosion ‘dug out’ of pitted areas. As well, the needle jets are able to excavate pitting which can be very difficult with manual methods. The process uses only filtered, clean water without chemicals, abrasives or scrapers and can be easily completed outside. Aquamax has been employed to work on a number of historic aircraft as part of the restoration process. The most spectacular of these was the complete stripping of the Short Solent Mk IV Aircraft Paint Stripping using High Pressure Water ‘Aranui’ which was undertaken for MOTAT in 2018. The aircraft was operated by TEAL between 1951 and 1960 on the Coral Route, regarded as one of the most romantic scheduled air services in the world linking Auckland through to Tahiti via Suva and Apia. A valuable benefit of using this method was the uncovering of the Solent’s original livery set out which was revealed beneath the existing paintwork. Details of this amazing discovery have now been added to the aircraft’s record. “Any other paint stripping technique would have destroyed this livery and we may never have known it was there,” says MOTAT’s Collection Project Manager Peter Fisk. “As the only remaining Short Solent Mk IV in the world, ‘Aranui’ is incredibly precious and important to New Zealand’s aviation history. The technical advice, specialised equipment and highly skilled operators supplied by Aquamax have been invaluable to the success of this project.” Further information is available on Aquamax’s website www.aquamax.co.nz or contact Chris MacKenzie on 021 586 322. Original EMPIRE markings exposed on the Short Solent.Stripping progress on a helicopter. Call Liviu: (09) 296 2354 or (09) 268 1199 or 021 048 7055 e: liviu.filimon@liviuavionics.com For all aircraft Avionics and Instrument Equipment l Biennial avionics inspections, repair, calibration and tests l Part 145 certificated l 27 years work experience in New Zealand www.liviuavionics.com Est. 2003When it’s time for a Prop Overhaul Your prop is coming due for overhaul, but what is involved and can you stretch its current life a little longer? As with most aircraft maintenance, the overhaul process is comprehensive and neglecting or extending manufacturer TBO limits could lead to larger costs down the line or in the worst case, unsafe operating conditions. Oceania Aviation’s Prop Shop located in Hamilton is a Part 145 certificated facility with over 41 years of collective experience working on fixed, variable/controllable pitch and feathering props for major brands such as Hartzell, McCauley, Sensenich and MT. KiwiFlyer recently caught up with Carey Pyper, Production Lead at the Prop Shop, to discuss the specialty work they do. Carey describes the process from arrival to departure in nine steps: 1. The measuring bench Aluminium alloy has long been the propeller material of choice and it is the most common type we see at Oceania, ahead of steel. With the industry utilising composite-based material more than ever before, we are also seeing composite blades appearing on more aircraft as owners make the switch to capitalise on weight savings, noise reduction and longer service life. In the case of the aluminium prop, it is first fixed onto a measuring bench and set-up angles are recorded. Leading edge and face alignments are checked, while chord width and thickness is measured at pre-determined stations and compared to manufacturer minimums. 2. Disassembly In some cases, the use of special tooling is required for disassembly of specific propeller models. We’re on the lookout for damage at this time because it isn’t necessarily obvious and may only become apparent during a complete propeller disassembly and overhaul. The process always follows a strict procedure, for example in the case of hydraulically controlled constant speed props, care must be taken to ensure associated pitch change components are kept with the corresponding blade which they relate to. 3. Prep for visual inspection The propeller blades, hub and internal components are cleaned so that they are free of grease and sealants, in preparation for visual inspection according to the overhaul manual. All O-rings, gaskets and attaching hardware are mandatory replacement parts and therefore are scrapped during this process. Any paint on the blades or hub is removed in our strip bay. 4. Visual inspection At this stage, the internal components are checked for wear and inspected in accordance with manufacturer overhaul documentation. Any items showing signs of wear beyond limits will also be replaced with some manufacturers offering overhaul kits that make ordering replacement parts an easy process. 5. Non-Destructive Testing Once the aluminium blades and hub have been stripped of paint, they are taken through an etch process in preparation for non-destructive testing (NDT). Most manufacturers require that aluminium blades, hub and specific internal components are fluorescent dye penetrant inspected while the internal steel components and in some cases steel hubs, are magnetic particle inspected for signs of cracking/stress. These processes work by identifying any cracks or damage that has formed during the propeller’s previous overhaul cycle. In the case of aluminium blades, indications will show up from any stone chips or nicks, and in some cases, slight cracking can be seen in the tip region of the blade, emanating from a nick in the leading edge. If any evidence of cracking can be found near the blade ferrule, this is cause for concern and the blade will be retired from service. 6. Rework A special twisting jig is used to tweak and twist any blades that require the blade-to-blade angles adjusted slightly. This jig brings the necessary blades back into specification and aligns them with the other blades. 7. Protection from corrosion At this stage the blades are ready to be ground down and all traces of corrosion, pitting, nicks and gouges are removed. Once all defects are removed, the blades are balanced against each other to ensure they are the same weight. After a hand polish, the blades and hub are cleaned, then a chemical conversion coating is applied to ensure adequate protection against corrosion. This coating also works as a suitable surface for the application of paint. External steel components such as counterweights and hub clamps receive a cadmium plating to ensure a great level of corrosion protection until the next TBO. 8. Paint The blades and hub are painted to the manufacturer’s specifications and left to cure overnight before final assembly. 9. Final assembly The job finishes with a final assembly and then the propeller angles are set. A bench test is carried out to ensure that everything operates as it should before a final static balance on the balance rig to ensure that one blade doesn’t weigh more than the other. Decals are applied and the job is dispatched back to the customer. If required, the hangar team can also carry out dynamic balancing – measuring and attending to the vibration of prop and engine assembly while in operation. For more information For all propeller repair and overhaul requirements, contact Carey Pyper at Oceania Aviaiton on +64 7 858 0338, email: carey.pyper@oal.co.nz To find out more about Oceania Aviation’s extensive range of rotary and fixed-wing MRO services, visit oceania-aviation.com 47 2023 #8KiwiFlyer Magazine Issue 95 46 Carey PyperSet of 4 Hartzell blades ready for final paint. McCauley prop being static balanced after assembly. Five Hartzell blades bent in a prop strike, ready to be straightened out and overhauled. Inspection of a Hartzell 2-bladed compact hub during final assembly. DC-3 propeller undergoing inspection. KiwiFlyer Supply and Maintenance Annual Feature www.aerofix.co.nz Helicopter & Aeroplane Maintenance Microlight & Homebuilt Maintenance I.A. - Review of Airworthiness Maintenance Controlling & SMS Insurance Assessments Structural Repair/Rebuild Specialists Aircraft & Component Painting Capability Remote/Mobile Maintenance Services CONTACT JAMIE ROBERTSON ENGINEER - DIRECTOR - NZ/AUS LAME & I.A. 027 467 8908 | engineering@aerofix.co.nz Located at Rangiora AirfieldNext >