Piper Spinner Shortage - Optional Solution
I thought I would share the wealth of the 30+ hours of reconnaissance and mindless searches to solve for what appears to be a large issue in locating Piper Cherokee, Warrior, and Archer spinners (specifically fiberglass). As most of you who are reading this have likely scoured the lengths of the internet calling Texas Air Salvage, Flying Colors, Wentworth, etc. to locate a salvaged unit, searched eBay, or called Aircraft Spruce, Aircraft Specialties to hopefully locate any good condition new part to put back on your plane. While the TCDS doesn't require it for 99% of the PA-24/28 fleet, in some cases it's difficult to gain commitment from CFI/CFII/DPE's to take a ride, which happens to be my case as I prepare for the IFR check ride in 2 weeks. Until TCB Composites shuttered operations over the past year due to their resin issue, this was the source for most all aftermarket "new" spinners sold through distributors as PMA options, but this is gone and not likely to return for numerous reasons.
My searching led me to Thomas Miller at:
Aero Tech Aviation Design, LLC.
He and his staff have produced dozens of different models with the required accompanying front and rear bulkheads adapters with hardware kits to support the various shapes and styles of spinners required for this application - I am not certain have many thousands are out there, but it must be several. They have primarily supported the experimental market because these components are not yet PMA'd (pending approval) he has one example of a spinner with 6000+ hours on it. These are composite and not built from cheap fiberglass. Sounds simple so far, but the catch is that because FAR43 limits the installation of non-approved parts on the propeller assembly specifically, a "Field Inspection from the local FSDO" is required to approve the 337 - THIS IS CONSIDERED A MAJOR ALTERATION, which has a different context than Minor if an STC were issued. This is where your trouble hopefully ends, and you can convince your local office to support the paperwork request.
Unfortunately, my local FSDO Tampa office, after 6 phone calls told me to get lost, as this was, quote, "Lowest of their low priorities". I was directed to a DAR-T on my own. Not knowing what a DAR-T is, I commenced the FAA search to turn over another rock, and uncovered they are essentially Designated Airworthiness Representatives - w/ a focus on maintenance for the FSDO with specialties is a variety of FAA Function Codes.
To summarize the path to the solution, I had to perform the following:
- Discussed with Thomas Miller at ATDC several times the proper kit to purchase as he was extremely helpful in referencing the engine model (O-360-A4A), with my Sensenich (76EM8S5) to ensure the proper kit was ordered. Kits range from $1700-$2200 from what I saw. Far less than the price gouging Piper asking price of $7000 currently with lead times to December.
- To engage the properly certified DAR-T, I referenced the enclosed link Designee Locator Search (faa.gov) and applied the filters for my state, and chose ONLY Function Code 199 to identify the resource certified to: "Issue data approvals in support of a major repairs or alterations to Propeller Driven airplanes and/or Powered or Unpowered gliders."
- If you have a DAR-T in your state, their contact information will populate. I started cold calling until one answered and explained the situation I found myself in. The DAR-T stated he could assist with the certification, however he needed to reference a previously completed 337 for the specific kit, with part number that was installed on an O-360. If I could provide him with an N-Number, he would research the FAA database to see how they were completed (has something to do with the specificity of repairs on props and propellers - didn't ask any further).
- Not knowing anyone who met those criteria, I contacted Thomas Miller, once again, and he did advise that of all the kits sold he has never not had the 337-field inspection satisfy the ask, but he politely obliged and within a few hours of my ask and was able to provide a couple of references; with owner consent.
- The DAR-T results page also provide their emails, so I provided the kit drawings used for normal FSDO approvals, the 337, the tail number references, and requested a timeline for his availability as he does not live close to me. While the entire process has not yet been completed, I believe we are on the right track to coordinating the required field inspection to move on.
I hope this provides a sliver of hope for those trying to solve the mysterious spinner debacle we Piper owner's find ourselves in.
Comments
Paul,
Wow! Excellent research and working the system! You are both patient and persistent, a winning combination. Good luck with your instrument check ride, and NEVER EVER accept a clearance without a clearance limit!! But that is another story...😁
Regards,
Mike
Another option is Pro Pilots Inc. who offers an STC'd composite spinner for Arrow-sized engines.
These are for "Hartzell" props, larger prop hub hole. I installed the polished aluminum spinner with my new Hartzell scimitar 2-balde prop. The spinner doesn't have a forward bulkhead (nice) like the OEM spinner, so removal and reinstall is easier.
Prop performance increased, testing after dynamic balancing at ~1,500', 23HG/23 RPMs is roughly 5 knots faster, not scientific testing though. My only gripe is that the STC only shows "nominal" weights, so make sure to weigh yourself before installing (Ask me how I know...)
If someone is in need of a used but pretty McCauley polished, 2-blade spinner for an IO-360-C1C6 let me know or check on eBay where I listed it for sale.
Brian
1979 Arrow IV