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The Cherokee has been down for 6 months getting an engine overhaul. We also added a Powerflow Exhaust. So Finally got engine installed, ran the engine and then it's time to do the 2.5 hour Lycoming flight engine run.
I did a very thorough preflight and all is good. Start the engine and taxi, do the run up and off we go. Up to 6,000' and 2.5 hours all is great. Time to land and check everything out.
Descend to the airport and set up in the downwind at 80kts and all of a sudden the airplane is so out of coordination it's scary. I look at the ball and its left so I step on the ball and the ball flops to the right and then step on it and it's left. I could not keep the plane coordinated no matter what. Fortunately I get the Cherokee on the runway and it taxi's fine to the hangar. It was a bit of a handful to say the least to get it on the ground.
So what would cause this uncoordinated flight? Prior to the Engine overhaul all was fine with the plane. Could the new Powerflow Exhaust Pipe be creating turbulence causing the nose pant to move at lower speed? (At higher speed the Pant was not moving, I would guess the higher speed helped in this instance) What keeps the nose pant centered in flight? (steering dampener?? the fin on the back of the Pant??) The nose wheel and rudder move together correctly on the ground. It was only happening at slow speed as I was cruising at 105kts for 2.5 hours and all coordinated.
Any ideas on what the issue is????
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Any idea who does Eddy Current testing on the wing spars in the Midwest? I’m in Minnesota.
Thanks in advance.
I just had my 1981 Dakota annual done and the shop said I need my dual Magneto overhauled. part # 10-382560-11. The bill for this was $2,511.25 by... Show more
Anyone seen this kind of discoloration / stain?. This is under left fuel tank of 1979 PA-28-236 Dakota.
I'd ask Scott. He can fill in the blanks. I do know they are extremely accurate down to a 10th of a gallon.
Here is his email.
541-977-1043
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Kent, how well do they work with the stock gauges? Or what gauge do you suggest for primary fuel quantity?
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I'd like to add, CiES Fuel level senders are a physical bolt-in replacement for Piper fuel quantity senders
Here is the link.
ciescorp.net/applications/small-aircraft/piper/
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As the installation manual of the EDM 700 cites, route sensor wires so that they aren't in close proximity to spark plug lead.
The fuel flow transducer should be in middle of a horlzontal run of flex tubing and approximately on the same level as the carburetor inlet.
I'll take a pic of the one on my Comanche and post it here later today.
Steve
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Hi Francis;
To the best of my 70 year old memory, the baggage floor has to come up to access the nuts and washers on the bolts that hold the step in place.
Sorry I could do better but the parts book doesn't even show the step installation.
Afraid I didn't help much on this one.
Best,
Steve
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Hi Stuart;
After studying your question more closely; I now believe that two 50 hour events DO equal a 100 hour inspection when deriving an answer in the "factored service hours" formula in the NPRM.
Hi Stuart;
The Warrior you bought was on what's called a Progressive inspection program for the first 500 hours of its service life. Piper document 761-497 covers this program.
The Piper Progressive program calls for four inspections; one every 50 hours of operation. At the completion of the fourth inspection, or at 12 months calendar time, which ever comes first the cycle of inspections is complete and it is signed off as an annual inspection.
In my opinion, even though only two 50 hours inspections were done, the airplane has accumulated 100 hours of flight training-style flying. My opinion, based on that conclusion is that two 50 hour inspections do count as one 100 hour inspection in the “factored hours formula” calculations, even though the inspections were not signed off as 100 hour inspections.
Flight training operations are heavily weighted in the “factored service hours” formula in the notice of proposed rule making (NPRM) because flight school operations land their airplanes much more often than the airplanes owned by private flyers.
Operators and owners can put their airplanes on a progressive program by applying to the local Flight Standards District Office (FSDO) for approval. The Piper publication provides a template for owners that want to pursue this.
The purpose of the progressive is to do a complete inspection in smaller chunks than a normal annual. It's most used by flight schools and commercial operators.
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STEVE ELLS wrote: Hi Francis;
Welcome. I'm Steve. I work to answer Piper Flyer forum technical questions.
Please post on the forum when you have tech questions.
I also recommend that new members click on the "magazine" tab at the top the page; then click on "article archives" and "featured articles" for more articles on Piper airplanes.
Best,
Steve
Hi Steve, thanks for the welcome! I actually just posted in the PA-28 forum regarding the wing step, don't know if you can help? Cheers
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Hi,
The step on my 140 has bent from the years of usage and while it doesn't exhibit cracks, I've located a used step in better shape to replace it. Before I involve my mechanic further, Are all the bolts held on with anchor nuts on the inside? I've heard that one might be a normal locknut. Question is: where is it, what do I need to remove to access it. Is it below the floor below the back seats? Do I need to remove the hat rack?
Thanks!
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I have a problem with my 1995 PA32R-301HP. The breaker for the gear pump operated when I tried to retract the gear on take off. I put the aircraft... Show more