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It does appear to be an improvement over Mil-H-5606, which is the fluid that has been specced in light airplane brake and hydraulic systems since the beginning of time.
It looks like it's better due to non gumming qualities. I am not too worried about the increased temperature margins since I doubt there's ever any application in a Piper or Cessna that gets anywhere near 400 deg. F. The only caveat is problems at very low (-40 F) tempuratures.
The only hint that it's approved is from the Shell handbook, which I copied and pasted below. If you and your mechanic accept this as approval,then I would only use it after I had purged the old fluid out of your systems.
This is from the Shell Handbook on hydraulic fluids:
"All physical properties of MIL-H-83282 (now MIL-PRF-83282) were equivalent to or superior to those of MIL-H-5606 (now MIL-PRF-5606) except for low temperature viscosity. In particular all fire resistant properties of MIL-PRF-83282 are superior to those of MIL-PRF-5606"
I can foresee one problem. Even though the two fluids are supposed to be compatible, the old (5606) fluid is almost universal in maintenance shops, so if the fluid level ever needs topping and you don't have a container of the 83282 in the airplane and instructions to use it, 5606 may be added.
Happy Flying
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Does anyone have experience using MIL-PRF-83282 in their piper? From what I can see it is supposed to be fully compatible as a replacement for and to be mixed with MIL-PRF-5606 but has lower flammability. My plan is to try it unless someone says it ruined all of their o-rings or some other unintended consequence. thanks,
Jayson
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Howdy,
So I'm a new owner of an 1971 Cherokee 6. She's been well taken care of over the years and the prior owner added the front shoulder harness kit from Alpha Aviation a couple of years ago. However, as I think folks know, there is no STC approved shoulder harness kit for the PA-32 series of aircraft other than for the front seat.
The other day I stumbled across Service Bulletin 896
Shoulder Harness Installation & Usage
, that indicated Piper once had a kit for the center and aft to have a shoulder harness. Kit 765-385 for my particular plane. A search on the internet for that particular kit yields no hits. Does anybody know where to find this kit still? My gut says something must be matter if folks like Alpha won't try to get an STC for the middle and rear seats and this particular kit is nowhere to be found.
-Chris
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You're seeing some encouraging signs. Good to have the complete records. Keep posting updates.
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So work has been progressing on getting PA-31 ZK-WHW flying. As background this aircraft had been ground run only the last 6 years. It was with a small regional airline that went bust late 2018. There was a question on maintenance records and logbooks. The engines have timed out so the intention is just to fly this on private ops on condition.
I went and looked at the airframe (yes brought sight unseen). The logs and maintenance records were all available and tallied. There has been big ticket items done which was nice. Oil changed, defueled and refueled. Spark plugs pulled, checked and replaced depending on condition.
So in the last week we prepped the engines and ground started it. The engines ran with the only issue being one of the alternators not generating charge. We moved on to the airframe which looks good. The airframe has only 6700 hrs. The ADs and MSBs are being run through. If anyone has advice on the cracking AD in the tail thanks in advance.
So the 100hr and Annual seem to be progressing. Who knows maybe this will fly.
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Hi all, new member here! As long as our pre buy inspection goes well, we will be the proud owners of a 1981 Seneca III. Has anyone installed an... Show more
Thank you to all of you who have responded to my post. I contacted Hartzell (HET) and they have volunteered to provide a replacement starter indicating that the problem was a manufacturing defect that they inherited from their purchase of this line of starters. They indicate that the problem has been rectified in the current production starters. I am grateful to the FBO owner who posted and alerted me to this endemic problem with these starters. I had my mechanic clean and reassemble the starter and reinstall it. Apparently, the problem would have re-surfaced. With the starter properly assembled and the new copper power cables installed, the starter runs like a scalded dog. I believe that HET is responding to this issue in an honorable manner.
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I just replaced one on my Piper Warrior that started giving problems after 6 months. So far Hartzell has stood behind every unit we have had to replace as long as it was within their warranty period.
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Hi, Thanks for passing on your experience on SkyTec starters. I noticed that Hartzell, that now owns SkyTec has owners manuals and installation and shear pin repair instructions on its website.
I also found quite a few posts on different owners groups sites reporting problems with the "bendix."
Hopefully Hartzell has addressed these problems.
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I own a FBO and we have had several Skytec starters that the bolts have worked loose on. SkyTec has replaced each one under warranty. I think the newer starters have been updated to prevent this from happening again. I have also had two SkyTec starters that the bendix has failed on. The starter bendix will energize but will not engage the ring gear.
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The audio is nice, as it does give min call outs and altitude call outs when approaching. It’s a male voice that kind of yells at you. The first time he announced “altitude” I kind of jumped a little, but the flip side is that’s good because it gets your attention. For this feature be sure to have you radio shop add the wire between your Aspen and audio panel.
My unit was about 7yrs old and even though it never gave me any problems, I have 2 friends that had issues with theirs and the warranty saved them an expensive bill. When Aspen announced the Max upgrade I jumped on it basically because of the age of my unit, and the fact that an extended warranty is 2K, and the upgrade was initially $3k (I think they have increased it to $5k now). There is kind of a long story that involves some miscommunication with Aspen in terms of when these were available, but the end result was I had to put a $2500 deposit down to “save” a slot when they were finally certified. Then when my slot came up, which was August 1st, my radio shop had to ship mine in and i was given a 7-10 turn around. Although I don’t think this is good business practice (just my opinion) and they should have sent a new unit out to minimize downtime with the airplane (my understanding is they pretty much replace everything on your old unit anyway, so why not just send out new/refurbished units instead of grounding the airplane that long?), I will say they had mine turned around pretty quickly and I was back flying again before the 10th of August (I was going to be out of town on business for 2 weeks so we did ship mine in early, around July 25th).
Anyway, if you decide to do it, I think you will be happy. Again its not free, but if you are having issues with yours, upgrading it is cheaper than buying a new unit.
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Thanks Mike, no just wanted your thoughts as I have the 1000 PFD which has an issue, they will upgrade to a Max but not for free, so just gathering some thoughts, I did not know about the bigger digits is a big plus. I also read that you can now have a verbal warning on the Min which would also be a good plus. I think I will go ahead with the changeover.
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Anyone have problems with Fuel flow sending unit on Saratoga’s.
I just got the upgraded installed 2 weeks ago. I only have about 3hrs on it, but so far it seems pretty good. I had the ASPEN 1000 PFD and the max does have some nice upgrades, such as now when you adjust the heading, or altitude or Baro, the digits actually double in size so its obvious what you are changing.
Mine is hooked up to an Avidyne 540. I have the Avidyne transponder with the MLB100 for ADS-B in and out. Unfortunately the 540 through the MLB100 doesn’t show traffic and weather on the Aspen like the Links L3 will so I cant comment on that.
Was there anything in particular you were wondering about?
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I am looking to buy a Non Turbo, Non Airconditioned, ADSB Ready, Preferred 3 Blade Prop Dakota .Cash buyer.
Rich Crossland
Email:
Cell : 619-997-4203
I am in San Diego
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I am looking to buy a Non-Turbo, Non-Airconditioned PA28-236 Dakota. I am in San Diego
Rich Crossland
Email:
Cell Phone: 619-997-4203
Does the return of the handle begin about the same time as before? Have you checked each of the hydraulic pumps separately to make sure that both are working?
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