The Boyds are an aviation family. John Boyd is an A&P and retired Boeing 737 captain from Alaska Airlines. John’s sons, Jason, 32, and Justin, 30, both hold instructor ratings and are planning aviation careers. Jason is also an A&P. The family also owns a Cessna 182 Skylane that it flies regularly. In summer 2017, John Boyd decided it was time to get something a little more comfortable for family travel, and something for the boys to build their multiengine time in.

“I chose the Twin Comanche because I flew one back in the 1980s, and I loved it,” says Boyd. It’s an efficient twin and faster than the 182.”

The ‘Before’

N7163Y rolled out of the factory in 1963. When the Boyds acquired it, the aircraft still had most of the original panel in the original layout—the instruments were scattered, as the classic six-pack arrangement we know did not become the norm for Piper Aircraft until the late 1960s.

The original instrument installation made the airplane difficult to fly sometimes, says Jason Boyd: “I flew an IFR approach at night with that old panel, and my scan was terrible! I vowed never to do it again.”

There were other surprises from the older technology: Activation of the vintage autopilot for the first (and only) time resulted in an “unexpected flight event,” and the Boyds decided “never to turn it on again.”

Shortly after acquiring the aircraft, they began an interior restoration, replacing the brown cloth seats and side panels with cool, gray leather. The interior project spanned several years because John Boyd was still flying the line, and the boys were working full time at a local flight school.

• READ MORE: All Flight Jackets Tell a Story

The panel was not strictly 1960s, says Boyd, as it sported a 1980s-era BendixKing KNS 80 nav unit, which they replaced with a Garmin GNS 530 and flew it like that for a while, getting used to the airplane. If they ever had a question about systems or aircraft quirks, Boyd reached out to Webco Aircraft, the Comanche specialists, located in Newton, Kansas.

“They’ve seen everything,” says Boyd.

Planning for the panel upgrade was meticulous. They went through the aircraft system by system to determine what they wanted to keep and what would be replaced.

Some of the engine instruments or their components were no longer available. They learned that some of the avionics and instrument manufacturers were out of business. Other times, the cost of repair to the often 50-plus-year-old technology made them balk.

There was also the question of instrument reliability.

“The mechanical tachometers were off,” says Jason Boyd. “It made it difficult to sync up the propellers. If you tried to do it with the levers, they would be way off.”

“Finally, the last straw was the erroneous reading on the fuel gauges,” says John Boyd, noting that while no pilot truly trusts their fuel gauges, there is technology available that makes them more reliable, and therefore safer than they used to be, so the pilot has a better idea of how much time they have in the tanks.

Instrument Selection

The decision was made to remove all the analog instruments and replace them with digital. But there is so much out there to choose from, they spent several months shopping and eventually decided to delay, as they waited for Garmin to certify the GFC 500 3-axis autopilot.

“We knew they were working on it, and it was close,” says John Boyd. “I wanted them to certify it before I pulled the trigger. I even offered my airplane as a testbed, but Garmin said no thank you, we already have an airplane.”

• READ MORE: Be Safe But Authentic with Your New Old Panel

Jason Boyd, the family techno-geek, supplied a list of the new instruments, noting his favorite item is the autopilot. “The fact I can pull an engine back in cruise and have the yaw damper hold the airplane straight and level and continue on course is, in my opinion, the ultimate in safety,” he says. “The technology makes this an airplane you can fly single-pilot IFR day or night, as long as you are ahead of the programming.”

The aircraft now sports touch screen panels, top-of-the-line nav/coms, engine monitoring systems, and backup instruments to help a pilot maintain situational awareness even if they are task saturated.

All this glass meant an overhaul of the electrical system was needed, says Boyd.

“When we first got the airplane, it had alternators with old internav voltage regulators,” Jason says. “The old over-voltage regulator was a problem, so we swapped them out for Hartzell Plane Power R1224 regulators. Now the airplane has paralleling alternators.”

Says John: “Everything was chosen for safety. I wanted redundancy and reliability.”

It wasn’t just on the inside. The exterior lighting was also upgraded. One of the first items to be replaced was the 1960s-era tail beacon, which was swapped for a Whelen beacon and Orion navs and strobes that are synced when activated.

“The shell of the rotating beacon is original to keep the aesthetic look of 1963, but the internals are updated to the Whelen/Orion LED Beacon,” says Jason.

Makeover Prep

The combination of a busy avionics shop and global supply chain challenges made for an interesting experience.

“We had to wait our turn at the shop,” says John. “We got on the waiting list at Spencer Aircraft in September of 2022.”

“And it was nearly a year before we got in,” notes Jason, adding that they spent that downtime in their hangar at Pierce County Airport-Thun Field (KPLU) not far away from Spencer preparing the twin for the new digital devices by removing the old mechanical instruments. Doing the removal themselves saved money and, according to John, made for a cleaner installation because they took out all of the unnecessary lines and wiring.

“Sometimes avionics shops simply cut the lines or wires to the old instruments and leave them there to save time,” John explains. “We had the time, so we figured why not?”

Says Jason: “I think we removed about 30 pounds from the aircraft.”

When parts arrived, the PA-30 returned to the shop. When there was a parts delay, the airplane would move back to the Boyds’ hangar. This process continued for several months.

Time to Test Fly

The aircraft was back together by October, and John and Jason took it up for flight tests. There were no surprises, they note. “But it did require a few tweaks,” says Jason.

John points out that they are making adjustments to establish a baseline for operations, such as engine temperatures, so they don’t get erroneous warnings.

“Pretty much the only thing that will keep us on the ground now is icing,” he says.

Flying the aircraft is a different experience now, says Justin Boyd, who shortly after the family purchased the airplane flew it to Iowa with his father and found it labor intensive.

“It’s almost like a different airplane,” Justin says. “The modern Garmin displays and autopilot make it a night-and-day difference from what it was.”

The senior Boyd figures they spent about $80,000 on the panel upgrade, but there is still one more element: the Beth test. Beth Boyd is John’s wife and the boys’ mother. It was because of Beth that John insisted that the aircraft be equipped with Garmin Smart Glide.

With the mere press of a button, the avionics return the wings to level flight, and the aircraft goes into a controlled descent on autopilot. This allows the pilot more time to focus on troubleshooting whatever issue there may be—a big win for safety and peace of mind.

Everything the Boyds Added to Their Panel

• G500 NXi GDU

• 1060 PFD/MFD

• G500 NXi GDU with 700L EIS

• GDL 69A SiriusXM satellite weather, music

• GTN 650 Xi GPS/nav/com 1

• GMA 345 Bluetooth audio panel

• GTX 345 transponder with dedicated ADS-B In and Out

• GNC 255A nav/com 2

• GI 275 backup electronic instrument

• Garmin GFC 500 autopilot

• GMC 507 control head

• GSA 28 Roll

• GSA 28 Pitch

• GSA 28 Pitch Trim

• GSA 28 Yaw

• Falcon angle-of-attack indicator

• DSTR-AOA-9200K with heads-up display

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post Going with Glass: The Mother of All Panel Upgrades appeared first on FLYING Magazine.

It’s time to think about a way to protect your airplane with a cover.

Don’t Go Cheap

You’ve probably heard the joke that copper wire was invented when two pilots found the same penny. We are, by nature, frugal since flying as a hobby costs quite a bit, inspiring some aircraft owners to cut corners with $500 buddy annuals, deferred maintenance, and jerry-rigged aircraft covers made from blue vinyl tarps and bungee cords.

While this relatively low-cost solution is somewhat easy to implement and better than nothing, it is often not in the best interest of the airplane because the tarps don’t easily conform to its shape. If the breeze gets under a tarp, it can slap against the aircraft, resulting in scratched paint and windows. Also, tarps don’t interface well with antennae.

Covers Made for Aircraft

Pilot shops often carry canopy covers for both low- and high-wing aircraft. These are usually made of fabric lined with microfiber on the inside and water-repellent fabric on the outside. Held in place with adjustable straps and plastic buckles, they can cost as little as $300 and head north from there, depending on what you purchase and the extras, such as having the aircraft registration number emblazoned on them. Some covers come with a storage bag to hold them when not in use.

Sporty’s Pilot Shop offers several models of covers for both designs. The low-wing canopy covers have a shock cord enclosed in the hem to help keep it tight against the airplane. If wind gets under the cover, that means rain and snow can get under it too, making it next to useless.

The high-wing canopy covers have a wraparound style that covers the windshield, side, and rear window area. It is a one-piece design that secures with Velcro. 

Most covers are designed to prevent water intrusion. This is often detected by the presence of wet carpeting or condensation on the instruments, then you have to determine where it is getting in. There is some experimentation involved. Other covers are designed to protect the aircraft from the unrelenting sun.

“Climate dictates the cover you need,” said Bruce Perch from Bruce’s Custom Covers, based in Morgan Hill, California. Perch’s line ranges from dust covers and cowl plugs to full aircraft covers, with nearly 15,000 products out in the world.

“I know it’s hard to believe that so many products could be available just to cover and protect airplanes, but it’s true,” Perch said. “The amazing thing to me, though, is that we’re still coming up with new designs to satisfy our customers’ requirements worldwide.”

Most covers begin with fabric, according to Perch.

“Almost all are synthetics,” he said. “Some polyester, some acrylic, some nylon, some vinyl. Depends on the end use, material performance under conditions, and customer preference. The largest volume of the material we use is produced just for us. Over the years, we have developed several laminated materials, either fabric or film, that are designed specifically for aircraft protection.”

In the winter months, Perch’s business produces a lot of insulated engine covers. When paired with a heat source, like an engine block heater, a properly fitted engine cover is “extremely effective in preserving the engine in cold conditions,” he said. “… We also produce covers for hail protection. You’re probably aware of this: A serious hail storm can completely total a plane in minutes. We can protect against that.”

Getting a Good Fit

Finding the right cover for your aircraft begins with type. Since the details such as antennae and probes can vary from frame to frame, the company supplies customers with specific forms they can use and instructions on how to take measurements. If someone is having an issue, a telephone call to the shop can be placed and step-by-step instructions will be provided.

Jack Schoch is one of those aircraft owners who, after a weather challenge, decided it was time to buy covers. Full disclosure: I fly with Schoch on a regular basis. Since 2018, he has been the proud owner of N733NF, a 1976 Cessna 172N he named Babe in honor of his late wife.

The aircraft is kept on the ramp at Pierce County Airport-Thun Field (KPLU), some 21 nm south of Seattle-Tacoma International Airport (KSEA). The nontowered airport features several flight schools and a robust general aviation community. Hangar space is at a premium, and there is a waitlist for the waitlist.

“For four winters she sat outside, and I didn’t have any covers,” Schoch said. When he found water inside the aircraft, he went on leak safari and installed Dri-Z-Air dehumidifiers, although they are not recommended as they contain salt, and that can lead to corrosion if the salt water spills, yet many pilots use them anyway.

Schoch has four units in his aircraft in spill-proof saucers that he very carefully removes before each flight. He dumps the water before replacing the units.

“I have a total of five of the pots, two up front, two in the passenger area, and one in the baggage compartment,” he said. “Some folks have said that’s too many, but she’s my bird.”

Schoch decided on the full package from Bruce’s Custom Covers—wing covers, canopy cover, engine cover, and air vent plugs. Although we don’t get much snow in this part of Washington state (not much by East Coast or Midwest standards anyway), we do get a fair amount of rain. Thus far, the covers have kept the aircraft dry.

Put It On, Take It Off

The first time you install the covers there will be a bit of a learning curve—especially right out of the box. I helped Schoch when he first installed the covers on Babe. It was not my first aircraft cover encounter, and it took two of us and a stepladder to do it the first time, in part because it was windy and cold. It was difficult to get the covers over the top of the airplane (that is where the stepladder came in), because Mother Nature was fighting us, and our hands were going numb. We covered the aircraft, took the covers off, then recovered it again to make sure learning took place.

“Covers are color coded or graphically marked to help users figure out which way is forward,” said Perch.

Perch refers customers to the company website (www.aircraftcovers.com) where there are more than 10,000 photos of most of its covers installed. Pro tip: You can also cheat by writing notes on the underside of the cover with a laundry marker, like “Nose,” “Left Side,” etc. 

More than Covers

According to Perch, his company sports more than 20,000 specific aircraft protection products—and that number continues to grow.

“For the 172, for example, I currently offer 67 products as shown on our website, with dozens more specialty items for that aircraft that are not published,” he said. “As for how many aircraft models we have designed for, that number is over 1,200 right now, and it includes the oldest aircraft flying to the newest designs, including spacecraft and drones.”

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