Great weekend with 16 pilots in the Columbus, KTZR< Bolton Field, Cherokees to Oshkosh formation clinic.
With so many people wanting to join Cherokees to Oshkosh has added a 10th clinic at KCWA (Wausau, WI), our new home base, on Wednesday, July 21, the day prior to all 60 Cherokees practicing together. If you sign up for this clinic, make sure to arrive on Tuesday, the 20th. We will likely do the ground school that night at the hotel. Details will soon be posted on the Cherokees2Osh.com website.
Thanks for the photos to Marie Lorenz, sister of Andrew Howard who, with his wife, Sami, hosted a great weekend in Columbus.
Cherokees to Oshkosh is about one thing: getting dozens of Piper Cherokee 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.
For details on the Cherokees to Oshkosh Mass Arrival with 60 Cherokees celebrating the 60th anniversary of the Piper Cherokee (one year late), visit Cherokees2Osh.com. 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, Cirus, RVs and several other groups, enjoy a wonderful time together. We have become a family, one who welcomes new members.
You must attend at least one Cherokees to Oshkosh Mini-Clinic to participate in the Mass Arrival. You have to attend one, but many have so much fun, they attend several. We still have five left including the one just added at KCWA. The other clinics are:
May 14-16 KJEF, Jefferson City, MO
May 21-23 KXNX, Gallatin, TN
June 4-6 KFKA, Preston, MN
June 25-27 KGDW, Gladwin, MI
Unlike other mass arrival groups, Cherokees to Oshkosh does NOT charge to participate in a clinic, but you must be registered for the Mass Arrival to join a Mini-Clinic. If you decide flying near other airplanes is not for you, after participating in one of our Mini-Clinics, you may request a refund of your registration fee within the limitations outlined in the registration agreement. 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. In Cherokees to Oshkosh, you fly in a position 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.”
A real advantage of Cherokees to Oshkosh is that by flying together and camping together, you meet some really great people. Cherokees to Oshkosh erects a hospitality tent adjacent to the campsite in the North 40 at Oshkosh. At the beginning, and at the end, of each day it’s a great place to meet, swap stories, and share the “don’t miss, and don’t bother” exhibit booths at Airventure. For those with families, there others with kids of all ages. For those travelling alone, or those couples who want to split up for the day, there are others with whom you can have a shared experience visiting OSH. You will definitely find someone, or many, with whom to visit airshows or go out to dinner. At the end of every day there are plenty of people with whom you can share lies about flying.
If you have never been to OSH or are anxious about flying the Fisk Arrival due to the horror stories you have heard about the process (it can be intimidating), there is no better way to go than in a Mass Arrival type group. Due to special arrangements with the FAA, the airspace is cleared for the scheduled arrival time for the group. It doesn’t get any better than that.
If you would like to have a lot of fun, meet some wonderful people, and sharpen your flying skills, checkout Cherokees to Oshkosh at Cherokees2Osh.com for more information and to register.
Here are the notes made by the other pilot during our flight to try and list the autopilot issues.
ROLL: Slow response, never stopped or captured level flight, when utilizing the roll knob the roll over corrected dramatically.
HDG: Full deflection of the yolk on correction, always to the right, violent corrections, never settled down.
ALT: Very slow to correct and always overshooting
PITCH: Too slow to react.
I'm guessing from what you said and what the autopilot does that there is a serious wiring issue. The avionic shop assured me it worked in the hanger but they never test flew the AC to check the system. I now have to find a shop that can correct these issues, any suggestions?
I have a '67 PA-28-140. The carb heat shroud has come slightly loose. It has a slight rattle, and I cannot tighten it any further. There are no cracks (yet) as far as I can observe. Was wondering if some high-temp silicone calk could be used to fill in the small gap around where the shroud clamps onto the exhaust stack header?
In general, this part seems to be a general headache for all of the other folks on the airport with similar aircraft.
I looked up the part number in my PA 23 250 Parts manual.
It was 753 946 but has been superseded to 455 974. This part is not in stock anywhere I could find.
The dimension of the original Piper bottle are 38.5 x 10 x 10 inches.
I was not able to find a similar sized bottle from the three oxygen system vendors, Mountain High oxgyen ( www.mhoxygen.com ), Precise Flight ( www.preciseflight.com ), or Aerox ( www.aerox.com ).
The biggest bottle I was able to find was a bottle that measured 9.1 inches in diameter and 31.5 inches high.
My opinion is that if you use a conserving canula, or even better one of the oxygen conservers such as the X3 from Precise Flight or the Portable Pulse-Demand systems from Mountain High, you will have as much duration as you need or had with the original bottle even though you'll have installed a slightly smaller bottle.
Let me know if this is the information you're seeking.
A phone call to one of the companies will probably clear up the available options.
I think you have this installed in your Arrow:
You can buy the part that opens the valve. It's the F50-180.
Hi, I'm trying to sort out a replacement O2 tank for a 74 PA-23-250 Aztec.
The POH I have in the A/C doesn't call out cu.ft
When looking up part numbers that I found, I'm not finding current cross-references to modern tanks.
Does anyone have current replacement part numbers, Scott / Aerox / etc ???
Do you know the diameter of the original factory tank ??
I bought a ‘77 turbo arrow. When I went to do my first oil change I found a quick drain plug that I don’t recognize. Can anyone tell me what kind this is, so I can get the matching part to drain it?
When you say your send is leaking, do you mean it's leaking at the base of the sender?--Where it screws into the engine?
If so you can change the seal (Lycoming p/n 5578426).
If the oil is coming out of the top of the sender--where the wires exit. You need a new sender.
The original sender is the same part number you quoted.
I "Googled" that part number and found a number of senders, both new and used for sale.
To the best of my knowledge, used parts vendors (reputable ones, as least) all have a reasonable return policy so you may be able to save a few $$ and still get a good sender.
Let me know where the oil is leaking, and if it's the seal.
Sorry, I have not been able to locate a publication that addresses the rebuild of that valve.
Piper did send information but it's the same thing that's in the parts book.
In an earlier post, I believe I posted that John Jewel has parts that seem to be the parts for that valve.
I got those part numbers out of a different Piper parts manual.
This Scott 4600 valve was used a lot by Piper.
Please let me know what you come up with.
I'm attempting to find the part number of a leaky temperature sender for my Cherokee. Any help will be appreciated. I did find this number in an earlier post for a 28-140, 462-046. Perhaps it's the same?
Today was slow and frustrating but eventually we got her done. We had to trouble shoot the loss of brakes on the left wheel. After checking lots of possibilities we narrowed it down to a caliper not sealing. We replace the O-ring and finally got brake pressure. After that we worked on a fuel drip from the right gascolator. That was tracked down to an elbow that was added but was not the right type of material. So we removed it and got that taken care of as well.
SO... we finally got to take the plane up for a couple quick trips around the pattern and were able to test the door... and it worked! It looks like we finally have the door issues beaten. So we will finish up the cosmetic work on the door and move on. Here are pics of the "offending door"!
I'm still searching for that answer.
I'll let you know what I learn.
I am going to stop posting in this thread and I have started a new thread titled "Flying an Apache" if you wish to continue reading about 89P.
I started a topic named "Buying an Apache" and I *think* we have finally left the rehab stage and are more in the fly and enjoy stage.
Just a quick re-cap, I bought an Apache in SEP of 2019. I had hoped it would be a few months of quick fixes to make it a great little fun plane for myself and the family to enjoy. You can go read the other topic to get the details but we found plenty more to fix than we were first aware of. Then my father passed away, followed by me getting sick, followed by me losing my medical (which meant being on sick leave from my flying job) and finally COVID. After 11 and 1/2 months I finally got my medical back and we are wrapping up the work to get my 1955 Apache reliably in the air.
The worst part was getting the passenger door working properly. That has been kicking us and taking our lunch. But it looks like today we finished the final work on the upper door latch. After *finally* getting the door done we put in the new Rosen sun visors, put in new rubber boots for the rudder pedal torque tubes, sealed up the cloth bag to reduce air flow in the nose gear bay and did a little cosmetic work with paint.
The picture was taken after we got the second visor installed. We need to bleed the right brake tomorrow and we will try out the door in flight.
I'm checking with the other pilot that was with me when we tried the system out. I don't remember that alt hold did anything at all, but he was making notes on the reactions.
We have not seen any issues with the GI 275s and these AP systems. Issues we have seen have been attributed to wiring and configurations. Does the altitude hold work correctly, or better stated, what does altitude hold only do when engaged?
Let me know on this and I will see what I can do to help further.
I own a 1976 Lance PA32R-300 with an Altimatic III C autopilot. I had the avionics upgraded recently with a GMA 345 audio, two GI275 HSI/AHRS/GMU11/AP units, and a GTN650XI Navigator. I asked the avionic shop on several occasions about the auto pilot interfacing with the Garmin units and was assured the auto pilot would work as well as it had in the past. During the flight check of the autopilot , once it is engaged, the aircraft starts into a diving right turn.
Is there a way to correctly couple the Garmin's and the autopilot?