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Thread: Colt Landing Light

  1. #1
    delobo Guest

    Post Colt Landing Light

    My newly purchased Colt doesn't have a landing light. I'd like to retrofit it with one. Are after market landing lights available and, if so, how hard are they to install?

  2. #2
    Kenneth Aasand Guest

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    Look in Univair's catalog. At one time they sold a PA22 light kit. The landing light was sold as an option on the colts or standard equipment on the custom or super custom models. Because of this the landing light is listed in the TCDS as installed per a drawing. You can buy the univair kit or get the parts from a salvage yard and install it per the drawing. In will envolve fabric and sheet metal work on the wing leading edge, running wires down the leading edge and to the light switch and circuit breakers that would have to be installed.
    As far as an after market STC I do not know of one.
    Hope this helps

  3. #3
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  4. #4
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    this one is a little damadged but you can definatly fix it its at 100 dollars the one in univair is 900 you decide which one you want lol

  5. #5
    Rlnelson Guest

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    There is also a kit from Ac Spruce that is the same basic thing.

    You just have to add the fillers on each side of the rib.and a lexan cover .

    A little more fabrication but the basic kit comes with 2 4509 bulbs, brackets for the bulbs, switch, switch plate ,60 ft wire .instuctions for $71.00.

    Page 425 on AC spruce 2004/05 .

    With some fabrication you could be under 100 for parts.

  6. #6
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    Has anybody ever used that kit that you know of, on a short wing, and how did it work out? It looks to me that it would be an inexpensive way to go!
    What is the wattage of the factory lamps?
    Tom

  7. #7
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    There are drawings for the individual parts in one of the drawing cd's. Not hard to make or you can buy the aluminum parts from Univair for about $200.

  8. #8
    Kenneth Aasand Guest

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    And do not forget that as an owner you are allowed to fabricate parts. If I remember correctly the FAR says they have to be at least equal to the orginal parts.

  9. #9
    delobo Guest

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    How do you get fabricated parts certified for aircraft use? Do they have to be inspected and the installation signed off by an A&P or AI? You wouldn't happen to have the chapter/paragraph number from the FAR that allows owners to fabricate parts would you?
    Last edited by delobo; 02-06-2006 at 04:00 PM.

  10. #10
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    I am not sure as to what ###s the faa inspector was refering to, but he sited them to me and then gave a simple exlpanation. "Make anything you want to as long as it is not structual", install it, sign it as owner built. He was very emphatic in stating if he caught me making anything and selling it, he would bust me big time! Your mechanic should be consulted as well!
    T

  11. #11
    northernaircraftmaintenan Guest

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    FAR 43.3 (d) allows almost anyone to perform maintenance as long as that person is under direct supervision of a licensed mechanic. FAR 43.3 (g) allows the owner / operator to perform a very limited amount of preventive maintenance as specified and outlined in FAR 43 app. A. This allows the owner to replace some parts such as side windows and minor other parts and make a log book entry as such. This does not allow an owner to fabricate parts. An owner could fabricate parts if under the direct supervision of a licensed mechanic but the parts then would have to be made from aircraft drawings or documents and exactly as original. If not a field approval would be required. As in the case of wing landing lights these are not original equipment and would need either an STC or a field approval accomplished by a qualified mechanic. Do not fabricate parts and sign them off as owner made. This is also covered under unapproved parts in the FAR's, but I would have to look it up to know the #.

    Rob

  12. #12
    JoeC Guest

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    Rob, check the TCDS for PA-22s', Specs' Pertinent To All Models, Item 302. Lists Piper Drawing Numbers. This is original equipment.
    Joe C.

  13. #13
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    I don't have the FARs in front of me but the parts can be made by the owner or for the owner with a few stipulations. I have had to make parts for owners that were no longer available and we were perfectly legal in doing so. Even consulted my PMI about it.

  14. #14
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    Smile

    Here is the FAA position on owner produced parts written by the FAA official that wrote the rule:

    http://www1.faa.gov/avr/afs/news/arc...gust/IvsWe.htm

    "I" versus "We"

    by Bill O'Brien

    Along with the pilot shortage and the mechanic shortage,
    there is also a parts shortage that plagues the general
    aviation industry.
    First, we have an old fleet. The average general aviation
    (GA) single engine airplane is approximately 32 years old.
    The average age of GA multi-engine reciprocating aircraft is
    close to 27 years old.

    The second reason is our general aviation fleet has been well
    maintained over the years. So well maintained in fact, the
    average GA aircraft with a mid-time engine and decent
    avionics has appreciated to two or three times its original
    purchase price and is still climbing. Yet even in that land of
    many zeros the older aircraft are still substantially lower in
    price than the cost of a brand new aircraft with similar
    performance numbers and equipment. So we have an
    economic imperative on the part of the owners to keep
    maintaining older aircraft in flying condition which
    increases the demand for replacement parts.

    The third reason is the increasing production costs to make a
    part. Today aircraft manufacturers are not making makes and
    models of aircraft in the same quantity they made them back
    in the Seventies. This low parts production keeps
    the supply of replacement parts low.

    The fourth reason is that some manufacturers would prefer
    that their older makes and model aircraft-made a million
    years ago-would quietly disappear from the aircraft registry.
    This retroactive birth control on the part of the
    manufacturers may seem not to make any sense until you
    look at aircraft market dynamics of creating demand and
    reducing costs. First, each older aircraft that is no longer in
    service creates a demand for a new, more expensive aircraft
    to take its place.
    So how are we going to maintain these older aircraft with an
    ever dwindling parts supply when Part 21, section 21.303
    Replacement and modification of parts, requires us to use
    the Parts Manufactured Approval (PMA) parts on a type
    certificated product? Well, the same rule grants four
    exemptions to the PMA requirement.

    1. You can use parts produced under a type or production
    certificate such as a Piper, Cessna, or Mooney produced
    part;

    2. A owner or operator produced part to maintain or alter
    their own product;

    3. Parts produced under a Technical Standard Order (TSO)
    such as radios, life vests and rafts, and GPS; or,

    4. A standard aviation part such as fasteners, washers, or
    safety wire.

    Before I segue into the subject of "owner produced parts" as
    called out in section 21.303, which is the purpose of this
    article. I would like to create a small uproar with this
    statement: "FAA Airframe and Powerplant rated mechanics
    can maintain, repair, and modify parts, but they cannot make
    a brand new part and call it a repair." Before you accuse me
    of losing dendrites by the minute, check out section 65.81
    General privileges and limitations. The section talks about
    maintenance, preventive maintenance, and alterations, but
    not the manufacturing of parts. Nor is it an implied privilege
    in Part 65, because Part 21 section 21.303 says "no person"
    may make a replacement part for a type certificated (TC)
    product unless that person has a PMA, etc.

    So here is our problem that we must solve. Since mechanics
    cannot legally make parts for aircraft and aircraft need
    replacement parts, how are we going to keep the fleet
    flying? If we cannot find PMA, TSO, standard, or
    production holder replacement parts, we are left to make the
    part under the owner-produced option under section
    21.303(b)(2). However, we must remember that the part is
    for the owner/operator's aircraft only and is not
    manufactured for sale to other TC aircraft.

    To get through confusing regulatory policy with our pride
    intact, let's try the question and answer routine. (Note: This
    policy is taken from FAA 's AGC-200 policy memorandum
    to AFS-300 on the definition of "Owner-Produced Parts"
    dated August 5, 1993)

    Question 1: Does the owner have to manufacture the part
    him or herself in order to meet the intent of the rule?

    Answer 1: No, the owner does not have to make the part him
    or herself. However to be considered a producer of the part
    he/she must have participated in controlling the design,
    manufacturer, or quality of the part such as:

    1. provide the manufacturer with the design or performance
    data from which to make the part, or

    2. provide the manufacturer with the materials to make the
    part, or

    3. provide the manufacturer with fabrication processes or
    assembly methods to make the part, or

    4. provide the quality control procedures to make the part,
    or

    5. personally supervised the manufacturer of the part.

    Question 2: Can the owner contract out for the manufacture
    of the part and still have a part that is considered
    "owner-produced?"

    Answer 2: Yes, as long as the owner participated in one of
    the five functions listed in Answer 1.

    Question 3: Can the owner contract out the manufacture of
    the part to a non-certificated person and still have a part that
    is considered "owner-produced?"

    Answer 3: Yes, as long as the owner participated in one of
    the five functions listed in Answer 1.

    Question 4: If a mechanic manufactured parts for an owner,
    is he/she considered in violation of section 21.303(b)(2)?

    Answer 4: The answer would be no, if it was found that the
    owner participated in controlling the design, manufacture, or
    quality of the part. The mechanic would be considered the
    producer and would not be in violation of section 21.303(a).
    On the other hand, if the owner did not play a part in
    controlling the design, manufacture, or quality of the part,
    the mechanic runs a good chance of being in violation of
    section 21.303 (b)(2).

    Question 5: What kind of advice can you give on how a
    mechanic can avoid even the appearance of violating section
    21.303(b)(2)?

    Answer 5: First, a mechanic should never make a logbook or
    maintenance entry saying that he/she made a part under his
    certificate number. This foopah will send up a flare and get
    you undue attention from your local FAA inspector, which
    you could do without. However, the mechanic can say on the
    work order that he helped manufacture an owner-produced
    part under section 21.303 (b)(2).

    Second, the owner or operator should be encouraged to
    make a log book entry that is similar to section 43.9
    maintenance entry that states: The part is identified as an
    owner produced part under section 21.303 (b)(2). The part
    was manufactured in accordance with approved data. The
    owner/operator's participation in the manufacturer of the
    part is identified, such as quality control. The owner must
    declare that the part is airworthy and sign and date the entry.

    Question 6: Is there anything else a mechanic must do?

    Answer 6: The mechanic must ensure that the
    owner-produced part meets form, fit, and function, and,
    within reasonable limits, ensure that the part does meet its
    approved type design (e.g. like looking at the approved data
    used to make the part). Then the mechanic installs the part
    on the aircraft, makes an operational check if applicable,
    and signs off the required section 43.9 maintenance entry.

    Question 7: What is the owner responsible for and what is
    the mechanic responsible for concerning owner-produced
    parts?

    Answer 7: The owner is responsible for the part meeting
    type design and being in a condition for safe operation. The
    mechanic is responsible for the installation of the
    owner-produced part being correct and airworthy and for a
    maintenance record of the installation of the part made.

    Question 8: How does the owner or operator get the
    approved data to make a part if the manufacturer and other
    sources are no longer in business?

    Answer 8: For aircraft that the manufacturer is no longer
    supporting the continuing airworthiness of, the owner or
    operator can petition the FAA Aircraft Certification
    Directorate under the Freedom of Information Act for the
    data on how the part was made. Or the owner or operator
    can reverse engineer the part and have the data approved
    under a FAA field approval or, if it is a really complicated
    part, have the data approved by a FAA engineer or FAA
    Designated Engineering Representative.

    Question 9: What happens to the owner-produced part on
    the aircraft if the original owner sells the aircraft?

    Answer 9: Unless the part is no longer airworthy, the
    original owner-produced part stays on the aircraft.

    Bill O'Brien is an Airworthiness Aviation Safety Inspector
    in FAA's Flight Standards Service.

  15. #15
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    Now that is why we all joined this club.
    Thank you very much!!
    Tom T.

  16. #16
    northernaircraftmaintenan Guest

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    Joe, Sorry I should have looked there first. Some had landing lights as original equipment (sn's 534 - 2424), but the couple of ones that I am currently working on do not fall into this range, therefor would require a field approval for installing them. In the letter on the FAAs position it states that the part has to be made from APPROVED data, so as I was trying to say yesterday that if these parts are not made from approved drawings or documents (data) they still require a field approval if they do not fall within these sn's.

    Rob
    Last edited by northernaircraftmaintenan; 02-08-2006 at 10:10 AM.

  17. #17
    delobo Guest

    Smile

    Great discussion!

    I noticed the airplane on the cover of the Jan-Feb '06 SWPC news has something that appears to be a landing or taxi light attached to the nose bowl below the spinner. Or is that some sort of cooling air scoop?

    If it is a light, it would seem to be easier to install than retrofitting a landing light on the wing. Further, it might fall into the category of owner manufactured parts if there are drawings available.
    Last edited by delobo; 02-09-2006 at 11:45 AM.

  18. #18
    northernaircraftmaintenan Guest

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    Talk to Tom T, he has an awsome light ( for a tractor ) attached to his nose strut, complete with 337 and field approval. This should be very easy to duplicate. Sorry Tom.

    Rob

  19. #19
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    Quote Originally Posted by northernaircraftmaintenan
    Talk to Tom T, he has an awsome light ( for a tractor ) attached to his nose strut, complete with 337 and field approval. This should be very easy to duplicate. Sorry Tom.

    Rob
    Well,UH, I have 2 of these lites. One on my tractor and one on my tripacer. And yes, it was the first thing that my mechanic asked if I had paper work for it. Quite a conversation piece! I think it was approved back in the 50's when you could trade favors for quarts.
    I guess, now you All know, why I am so interested in this thread!! I sent a copy of this 337 to 2 of our members about a year ago. I am not sure if they used it tho.
    If I can get "A" mechanic to put a lite in my wing, I will have a spare for my tractor, or maybe I can sell it on ebay as a used tripacer landing lite. Maybe get $19.95 and thro in the second one free if they order rite now!
    Thanks, I think!
    Tom
    Last edited by Tom T.; 02-10-2006 at 11:19 AM. Reason: change a word from my to A

  20. #20
    delobo Guest

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    Is there a way I could get a copy of the 337? I'll throw in $20 for the light, too.

  21. #21
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    Everett, It will be in the mail Saturday AM if you get me your address!
    T

  22. #22
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    One of the drawings on the CD has the installation data for the PA16,20 and 22.

  23. #23
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    I realize that I am about 12 years too late to this thread, but I am very curious if the nose gear landing light 337 is still out there. My Piper Colt sure could use that 337. Anyone out there have info?
    Zander

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