S-Arvind;
I'm aware of that mod. Seems like a good idea.
However, if the engine has been inactive that increases the possibility of cam/lifter issues.
Where is the airplane located?
Do you have access to the recent flight and maintenance records (dates of flights, dates of oil changes, etc.)
Steve

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Thank you Steve. The Aviation Consumer article refers to a high rate of NTSB accident reports on the PA-28-140 model specifically due to engine failures.
As far as the cam and lifters, the previous owner overhauled the O-320-E3D with the Centri Lube Camshaft ( firewallforwardengines.com/stc/ ).
The claim is that this innovation reduces the risk of camshaft and lifter failure significantly.

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Hi Theo,
I need a better explanation of the problem.
Is it that the strut has too much extension when it's on the hangar floor?
If that's it, then I would suggest that it be serviced with hydraulic fluid (Mil-H-5606A or Aeroshell fluid 41, among others).
The correct method is to relieve all air pressure in the strut while the airplane is on jacks. Remove the valve core of the filler, and then slide a flexible plastic tube over the filler. Put the other end of the tube in a can or jar of clean hydraulic fluid.
Then physically move the strut up and down to fully collapsed and fully extended until there are no more bubbles coming out of the tube end in the fluid when the strut is fully collapsed.
While the strut is fully collapsed, remove the tube and re install the valve core.
Make sure the valve core is a high pressure core--it must have a small "H" on the head of the plungers stem.
Take the airplane off the jacks. Service the strut with nitrogen to the proper extension.
If I have missed something or haven't understood the problem, please provide more description.
If this servicing process hasn't been done in the order described, do it and then see if the problem has been solved.
Thanks
Steve

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Hi S-Arvind;
I agree with you; the Lycoming 0-320 E3D is a very simple time-tested engine. It does not have a history of poor performance or dependability.
The O-320 series engines, if flown often and service correctly have been known to generate good dependable performance well past the published TBO.
In my opinion, the only catch when buying an airplane with this engine would be how to determine the condition of the camshaft and hydraulic lifter bodies.
The possibility of cam/lifter related problems is lessened if the airplane has flown regularly and had regular oil changes.
If you have further concerns of questions, please don't hesitate to post them here on the forum.
Steve

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Newbie alert! As a prospective first time owner of an aircraft I was seriously considering the PA-28-140 for its simplicity and ease of maintenance.
However this article seems to be less than flattering, especially when it comes to engine reliability:

www.aviationconsumer.com/uncategorized/piper-cherokee-pa28-140/

I thought the O-320-E3D engines were pretty much as bulletproof as they come. Is there something specific to PA-28-140s that makes the engine so unreliable that it is the leading cause of accidents?
Thank you.

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I

t’s the countdown to OSH for Cherokees to Oshkosh (PA28, PA32, PA24, & PA34 drivers) and our friends who fly Grummans and join us for the Mass Arrival

Time is of the essence – Registration closes May 31, 2022. You need to attend at least one of our four remaining clinics (out of ten).
May 20-22 KJEF, Jefferson City, MO
June 3-5 KFKA, Preston, MN
June 11-12 S33, Madras, OR
June 24-26 KGDW, Gladwin, MI (hotel rooms are being held until Friday, May 20)

Participation has a few simple requirements:
• You like to have fun
• You fly one of the Piper Cherokee variants (or Grumman Tiger, Cheetah, Traveler, Yankee, Trainer, or Lynx)
• You like to have fun
• You want to have a great camping spot and an opportunity to socialize at OSH with others who have a plane like yours
• You like to have fun
• You will have to attend at least one of the Cherokees to Oshkosh mini-clinics (of which there are four left)
• You like to have fun (notice a theme here?)

A number of years ago, one of our participants said “Flying is fun, but flying together is more fun.” This can be your introduction to formation flying, whether as a bucket list item or an entré to more precision flying. The one thing it will do, is make you a better stick and rudder pilot.

There is no more fun and fulfilling way to attend EAA Airventure than with a “type” mass arrival group. The Cherokees, like the Cessna, Mooneys, Bonanzas, Cirrus, RVs and several other groups, enjoy a wonderful time together. We have become a family, one which welcomes new members.

Participation in at least one clinic is required to fly the mass arrival. The clinics are free. They are fun. Though only one is required, many pilots attend multiple clinics.

Cherokees to Oshkosh is about one thing: getting dozens of Piper Cherokee (and Grumman) owners and their passengers safely into Oshkosh together, to enjoy EAA’s Airventure, the world’s biggest airshow. Since our start in 2010, the majority of our pilots and their families have returned with us numerous times even though many at first planned for a one-time “bucket list” experience. Their continued involvement is driven by the deep friendships which have developed through the adventure of flying safely with a large group of pilots who have a shared love for our airplanes.
Please note Cherokees to Oshkosh doesn’t just throw you up in the air by yourself. The well refined training process eases you into formation flying, first with an observation flight and subsequently with an experienced formation safety pilot in your right seat. The Mini-Clinics start at home with Cherokees to Oshkosh online videos, and then at the clinic with a ground school. You will know what to expect before you start your engine. All flights are briefed, so all pilots are on the same page for the flight, and flights are debriefed so that pilots all continue to learn from their collective experience. Cherokees to Oshkosh is NOT a formation performance team. Unlike the US Air Force Thunderbirds and the US Navy Blue Angels, who fly 18” wing tip to canopy, our participants fly 35 feet to 50 feet apart or more (where YOU are comfortable). As our Director of Flight Operations, Dr. Ed LeBlanc says “We’re not putting on an airshow – we’re flying to one.”
Cherokees to Oshkosh is more than flying together. It’s camping together (though a few prefer to use a hotel) and socializing with some really great people. Cherokees to Oshkosh erects a hospitality tent adjacent to our campsite in the North 40 at Oshkosh. Most participants begin and end each day at the tent, where they swap stories, and share the “don’t miss, and don’t bother” exhibit booths at Airventure. At the end of every day there are plenty of people with whom you can share lies about flying.
Join us, you will love it.

Thanks to Jay Selman of Jaybird Aviation Photos for use of his shots at a Cherokees to Oshkosh clinic.

You can find details on the Cherokees to Oshkosh Mass Arrival, and registration, at Cherokees2Osh.com.

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Dear Piper Flyers!
The right MLG on my EASA/EU-registered Piper PA-28-140 is giving me a hard time for months. My shop worked on it three times already and now suggested replacing the whole MLG assy (P/N 35644-903) which is around 6k USD incl. labor. I'm not convinced that the shop has exploited all options or if this isn't just a servicing issue. I've attached a video (unfortunately, only GIF works in the Forum). It'd be great if you can have a look and let me know what you think. I also reached out to a repair shop over here which said the gear assy can not be repaired (in general).
Thank you!
Theo

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First check all the defroster scat hoses for cracks and brakes. Next check operation of the defrost cable. If it is broken or disconnected, you may need to order a new cable or fix the connector hardware. If you need new hoses, check out this guy. www.fairpoint.net/~kinney/

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My Warrior had a three conductor shielded wire which can be used for the 650. One of the wires is for the nav light, two for the strobe. There was a ground strap near the wingtip. For the new installation, you need three wires so why not use the same wiring? You can also use the same circuit breakers. If you do need to run additional wires, pick up a set of the Harbor Freight fiberglass rods. There are two sizes ( one with 1-foot sections and a larger one with slightly longer rods.With luck, you can run the new wire behind the fuel tank, else you will have to remove it.

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That surprises me but folks at Dynon would know. I’m attempting to load the photo again.

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That surprises me but folks at Dynon would know. I’m attempting to load the photo again.

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I reached out to Dynon and sent an order and this is the response i received from them:


“Thanks for reaching out regarding our system for your Seneca.

A couple things to note at this time regarding our system and Seneca's:
We will not have any certified HDX screens available until potentially late July.
Engine monitoring will not be available on the Piper Seneca until our Baron is approved. This is due to a hardware change in the twin engine displays that are awaiting FAA approval. This could be towards the end of the year until that will be available as we are finishing up our certification project of the C182 with the FAA, then the Baron will follow.

You can certainly still install the HDX and the other options that are available, just note the Engine monitoring functions will not be available until we have that FAA approval.”


Thank you!
Sales Coordinator
Dynon Avionics
www.Dynon.com

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I reached out to Dynon and sent an order and this is the response i received from them:


“Thanks for reaching out regarding our system for your Seneca.

A couple things to note at this time regarding our system and Seneca's:
We will not have any certified HDX screens available until potentially late July.
Engine monitoring will not be available on the Piper Seneca until our Baron is approved. This is due to a hardware change in the twin engine displays that are awaiting FAA approval. This could be towards the end of the year until that will be available as we are finishing up our certification project of the C182 with the FAA, then the Baron will follow.

You can certainly still install the HDX and the other options that are available, just note the Engine monitoring functions will not be available until we have that FAA approval.”


Thank you!
Sales Coordinator
Dynon Avionics
www.Dynon.com

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I think that the Dynon engine monitors are certified. I have seen a Seneca II with the original engine instruments removed and the Dynon Skyview HDX installed. If the picture doesn't come through it is N21788 and the owner told me that it was done by Saint Aviation in FL. I would call Dynon and ask them directly. I purchased a Seneca III earlier this year. My plan to was to do a Dynon panel but this has a decent Garmin panel and the autopilot does okay, so I won't do anything for now.

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Thanks Steve, looks like a good place to start.
Dave

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I need some advise. My Century AP doesn't hold altitude and is always in a 200-500fpm climb. It fights Electric trim. Headings with GPS has me left of course (checked with VOR). EGT's work 75% of time. I want to replace AP and engine instruments.

I was looking at the Dynon w/engine monitoring. This is most bang for buck however, the engine monitoring is not certified (possible early 2023). JPI, EI, Garmin which one is best?

Any suggestions on how I can mix and match systems to achieve Digital Primary engine instruments with a new autopilot? I currently have a GTN750 installed.

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Hi Tony,
The part number for the right tab is 63585-04; there are plenty used ones available. Buy from a reputable salvage yard and ask for a money back guarantee if you're not satisfied.
It appears as though that tab is used on lots of Piper singles.
The skin part number is 63586-01; didn't find one of those although I didn't check with Piper.
Steve

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Hi Travis,
Thank you.
I sure will.
Plan to start the next text writing session later this week or early next week. Will start then.
S

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Hi Travis;
Searching the FAA database, I'm not able to find a listing for 69-02-22. But 69-22-02 applies to Piper control yokes. As I read the AD, it doesn't seem too complicated but text in the AD suggests that if control wheel 78729-02V is installed the AD is rescinded. There's one listed on eBay ( www.ebay.com/itm/154091630950 ) for $170. It also appears as though they are available from many aircraft salvage yards. We suggest you try Preferred and Wentworth since they both support Piper Flyer magazine.
If you're looking for what's called a rams horn control wheel/yoke, one source is Cygnet aerospace. ( www.cygnet-aero.com/products ) but I believe these are FAA PMA ed to replace Beech products. Call Cygnet to see if it has an approval to install one of its yokes on your Piper.

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Hi Dave,
The red fin or red box came out of a class developed by General Aviation Modifications, Inc, also known in the industry as GAMI.
GAMI is based in Ada, OK and is headed by George Braly. Everything Savvy Aviation passes on came from GAMI.
GAMI hosts what it calls the Advanced Pilot seminars. Years ago I sat in class for 2 days when the class was presented in Ada. Two of the presenters are no longer able to work so the Advanced Pilot seminar is now an online course. You can access is at www.advancedpilot.com .
I would start your search there.
Best,
Steve

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