Piper Flyer Association - Technical Know-how, Serious Fun read more

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    The Best Entry-Level Pipers

    Longtime Piper pilot and Piper twin owner Kristin Winter discusses the cream of the crop in entry-level Piper aircraft. (Photo: James Lawrence)

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    Short Wing Pipers

    Out of a poor economy came a series of aircraft that were better than expected. (Photo: Peter Lubig)

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    The Piper Navajo

    After initially feeling intimidated by the size of the Navajo, contributing editor Kristin Winter found that it really one of the easiest and most gentle aircraft she had flown. (Photo: Paul Bowen)

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  • "...nothing can replace the skill and confidence you get using spare training time to do weird things."

    - Kevin Garrison

  • "It costs fuel to carry fuel in any airplane..."

    -Thomas Block

  • "All of the PA-28-180/181 aircraft are great airplanes."

    - Kristin Winter

  •   "My happy place is metal and T-shaped and smells like 100 octane"

    - Kevin Garrison

MEMBER UPDATES

AKahn replied to the topic 'Cherokee Wing Spar issues' in the forum. 4 hours 12 minutes ago

Hello,
Per this issue, I own a '67 PA28-140 which has been repaired in the past due to a landing accident prior to my ownership (10+ years ago). I know that the FAA has not come out with an AD about the spar crack issue. I have read Piper's earlier SB about inspections of aircraft with damage history. I have also read Piper's comment on the proposed AD. The two seem to contradict each other. The question is to have the inspection done or not to? The airplane has about 5100 TT and most of that has been in private ownership, not a flight school plane.

Looking from some advice/recommendations on the subject.
Aaron

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DAVIDMCKENNA replied to the topic 'Seneca 2 with Merlyn Black Magic wast gate overboots' in the forum. yesterday

Hi Stephen,
This summer I pulled my engines at 1750 hours and sent them both out for overhaul. Compressions were getting low on many cylinders, and there were oil leaks that annoyed me.
The engines are back and running smooth, most post-installation adjustments have been made and I have about 30 hours on them with fresh oil and filter change. During the O/H I had Gami injectors installed, so hopefully I can learn from you how to fly 'lean of peak'.
In the past, I always flew at 65%, 31"/2400 rpm, setting mixture at the top of the TIT range around 1590F, which typically yields around 12gph/side. I have never made the 'big pull' with the mixture controls, because I was scared to exceed the TIT max of 1600F. My TSIO360KBs always run cool CHTs...280F in winter, and 330-360F on a hot day in the summer, so CHTs are never a problem.
Savvy Aviator engine guru Mike Busch and the Gami folks maintain you cannot hurt a piston engine with the mixture control at 65% power or less, so your power settings should be OK.
I will be flying with a co-pilot soon, so will give the 'lean of peak' setting a try. It is not something that I would normally use since I do not want to give up 5-10 knots.
All the best,
David
Seneca C-FJMM

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replied to the topic 'Seneca 2 with Merlyn Black Magic wast gate overboots' in the forum. 2 days ago

Hello. Since may post last year I've installed GAMI's on my plane and it runs great LOP. I've been running it for about 8months now with the GAMI. I'm running about 20GPH at 35MFP at 2300RPM. I was wondering what your thoughts were with those settings. And yes, its a TSIO 360 EB. It seems if I drop the MP down and keep the FF at 20 for 65% power according to the charts the temps get too hot. It's my understanding that as long as the CHT are down you're not hurting your engine so I have not been concerned about the 35MFP. FF determines power LOP vs FF. Your thoughts? Also, what are you're cruising settings you like to use?

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