By dumb luck I stumbled upon this picture from my plane in the mid 70s with the original paint job that had when left Vero Beach. Interesting to see that the 4th window was not there, and that all the side windows were the original ones, with sharp edges. Now the side windows have round edges, similar to the Seneca II.
I was looking closely at the windows and I believe that a metal plate was added on top of that section of the fuselage to make it take the shape of the Seneca II. At that same time probably they changed the clear plexiglass on the side windows (factory) for the green one I have now.
Anyone has heard about this kind of conversion? Take a closer look at the color pic.
contact me at 334 447 0624 if it's still available. I have a few questions Thanks.
On the power plant front also good progress. Got all the missing air ducts and 2 landing lights from Aviation Parts Executive. All 8 cylinders have valves (all 8 exhaust ones are new), they have been cleaned and polished will be painted next week (Lycoming gray). Engine metal baffles, and exhaust pipes also painted/treated.
All 4 magnetos have been fully overhaul and re-assembled with new components. One of the casings did not pass inspection and had to be replaced with another airworthy casing.
The new FCU look amazing ... all AD done and in top shape. Can't wait to have them on the engines.
Next week I will source some additional hydraulic hoses I want to change, the 2 air filters and fluids.
Another week of good work. New cheat lines painted (silver instead of the burnt golden that was there before). All major structural work finished. Fuselaje has been cleaned and polished. Only a few corrosion points left to be mitigated. Right nacelle was also stripped, painted with primer and then with white paint on top. Looks like new.
TracPlus launches Mission Reports, revolutionising reporting for aviation organisations
TracPlus Global today announces the launch of their latest feature, Mission Reports — offering
pilots an easy and automated approach to multi-flight mission reporting.
TracPlus has launched a revolutionary feature that automatically creates and emails Mission
Reports at the conclusion of each mission. This feature streamlines business by improving
record keeping, ensuring contractual compliance and reducing errors.
Mission Reports are detailed PDF reports that include a map of the route flown, altitude and
terrain elevation graphs, speed and heading graphs, as well as total distance flown, engine run
and airborne times.
Unlike other systems, TracPlus Mission Reports are multi-leg, allowing multiple flights to be
treated as part of a single mission.
An air rescue pilot conducting an inter-hospital patient transfer mission, for example, can define
a mission that includes departing their base, flying to the departing hospital, the flight to the
destination hospital, and the final return to base, all with two simple button presses — one at the
start of the mission, and another at the end. If desired, missions can also be created at the end
of each day by administration staff, removing the need for any changes to pilots prestart and
At the end of each month, all flown missions can be downloaded in a simple spreadsheet,
allowing operators to quickly and easily manage flights and missions in Excel or importing the
data into other support systems.
“Mission Reports were initially designed for Air Ambulance operators throughout New Zealand
to meet their contractual reporting requirements but we’ve quickly realised that all of our
customers can benefit from this incredibly useful reporting and accounting tool — from flight
training to airborne law enforcement, from agricultural operations to airborne firefighting. Best of
all, we’ve made it incredibly easy to use,” says TracPlus Chief Innovation Officer, Chris Hinch.
Existing TracPlus Customers can now take advantage of this feature, which is included in their
TracPlus provides mission-critical tracking and communication solutions for those who operate
in harm’s way. TracPlus allows you to track, manage and message your crew so you know
where your fleet and teams are, regardless of their location.
Chris Hinch, Chief Innovation Officer
+61 (3)477 8656
Rosa Anderson - Jones, Marketing Manager
+61 (3)477 8656
Mark, I've experienced the joy of getting far enough along to start putting things back ON the airplane. And I'm reminded of the catch phrase: "It's all done except for a few details!"
I always seem to cruise along making progress but at some point in the project, usually at the 60 percent mark my mind starts saying, "You're never gonna get done!" I have to ignore that thought and keep on doing it every day, even if my contributions are very small. Then the dawn breaks, I can see the end and it's fun again.
I don't know if that thought process has been part of this project, but if so? Keep on keepin on.
You're going to have one beautiful, dependable airplane when you're done.
SUPERIOR AIR PARTS ANNOUNCES IT WILL PRESENT EDUCATIONAL FORUMS AS PART OF THE AEROSHELL OSHKOSH 2019 FORUM SERIES
Superior’s V.P. product support, Bill Ross (A&P/IA) will present three forums: Engine Leaning Made Simple, Care and Maintenance of Piston Engines and Anatomy of a Cylinder at the AeroShell Tent (#450) during Oshkosh/AirVenture 2019.
Coppell, TX (June 20, 2019) — Scott Hayes, vice president, sales and marketing for Superior Air Parts, Inc., announced today that the company has accepted an invitation to be a presenter during the new AeroShell Forum series during Oshkosh AirVenture 2019.
AeroShell will host a series of forums on topics ranging from engine care to unleaded avgas. Follow them on Twitter @Shell_Aviation or visit the EAA Oshkosh AirVenture 2019 Forum Schedule at: eur02.safelinks.protection.outlook.com/?...PY%3D&reserved=0 for the most current schedule.
Superior’s vice president of Product Support, Bill Ross, who has been an FAA A&P/IA for 34-years, will present two educational forums.
Ross will present three forums at 1:00 pm at the AeroShell tent (#450), which is directly across from the AOPA exhibit.
• Monday, July 22nd: Owner’s Guide to Engine Operations and Maintenance.
• Wednesday, July 24th: Care and Maintenance of Piston Engines.
• Friday, July 26th: Anatomy of a Cylinder.
“Superior Air Parts is extremely excited to be again be part of the AeroShell Oshkosh Forum series,” Hayes said. “Helping pilots save money has been our philosophy for over 50 years and educating pilots on the many ways they can more efficiently operate their engines has proven to be a very effective way to do that.”
Hayes also said that along with the three forums at the AeroShell tent, Ross will also be hosting the Superior Air Parts Oshkosh Forums. The free, 45-minute Forum sessions will be held daily at the Superior Air Parts tent (#257), which is just north of Hangar B. Forum times are Monday, July 23rd through Saturday, July 28th at 10:00 am.
In addition to all the other valuable information, the first 40 Superior forum attendees will receive a free copy of Superior Air Parts’ popular 144-page book, “Engine Management 101.”
For more information and complete Superior Air Parts Oshkosh forum schedule, visit: superiorairparts.com/about-us/event/oshkoshforums2019/
About Superior Air Parts, Inc.
Superior Air Parts, Inc., is a wholly owned subsidiary of the Superior Aviation Group. Founded in 1967, Superior Air Parts is the leading manufacturer of FAA approved aftermarket replacement parts for Lycoming and Continental aircraft engines. In addition, the company manufactures the FAA certified Vantage Engine and the XP-Series Engine family for experimental and sport aircraft builders. For more information, visit: www.superiorairparts.com
Media Relations Representative
Superior Air Parts, Inc.
You're wise, a Pulselite system adds visual visibility to any airplane since the human eye is very attuned to movement, and landing lights blinking on and off are much more noticeable than steady state lights.
You'll find a STC approved Pulselite system for your PA28-236 at www.PreciseFlight.com .
I installed the Precise Flight Pulselite system on my Comanche at least 10 years ago and it's still working fine.
For what it's worth, the Dakota Information Manual I have says that anti collision lighting was optional. If the cap on the vertical stabilizer wasn't the type with provisions for a rotating beacon, you're have to buy a cap that can accommodate the beacon.
Knots2U ( www.knots2U.com ) sells caps that are approved for the installation on your Dakota. The Knots2U part number is GF65345-03 for a cap that will accommodate a large self contained rotating beacon; it is approved to replace your existing cap by FAA-PMA approval.
Knots2U also sells rotating beacon lighting from Whelen. One unit with LED lights, which consume very little power and last for thousands of hours is the Whelen Orion 360.
Since the part number for the vertical stabilizer cap for a rotating beacon is listed in the parts manual, I can assume that a beacon was approved for installation. I have attached a wiring schematic for a later model Dakota that shows the wiring and switching used when a rotating beacon is installed. Piper also published two drawings, 36789 and 79850 detailing the installation of a strobe light in the vertical fin cap. I have asked Piper for copies of those drawings. When I get them I'll post them.
File Attachment:File Name: DakotaBeaconWiring.pdf
File Size: 184 KB
File Attachment:File Name: DakotaBeaconWiring.pdf
File Size: 184 KB
Interesting problem. I suspect it has more to do with loose connections than with the internal parts of the solenoid hanging up. The piston in the solenoid is held open by a spring. When power is applied through the coil of the solenoid (the small wire
) current flow through thousands of windings creates an electromagnetic field that overcomes the spring, causing the piston and internal movable contacts to move into contact with the internal large wire terminals.
The most common problem with solenoids, also called contactors is erosion of the internal contacts which creates high resistance through the solenoid and in extreme cases, causes the solenoid to weld itself shut.
So I would look closely at the wires on the starter switch or "mag" switch in the panel, and the small wire connections on the solenoid itself. Tell-tale signs of bad contact are discolored wire insulation, and erosion of the ring on the wire terminal.
I would also take a good look at the wire connection on the starter motor.
Make sure the small wires to the solenoid are in good shape and I think you'll find that your starter problems will be solved.
Go for it! I know it's easy for me to say; it's your money.
I do not have any experience with the Surefly ignition system. If it does as advertised it's an interesting mod.
I wish I could further advise you. I will check it out at AirVenture next month.
If you do decide to install it, please write up your experiences, and take photos and send the package to the magazine.
I presume that your A&P did thorough testing on the vent motor. Mine quit and I noticed that one of the connectors to the motor was had turned brown due to overheating. My IA replaced the Molex connector and also noticed that the the fan had not been wired properly according to the service manual so he corrected the wiring. Mine works fine now.
I, for one, have been waiting for this: $1250 for my Archer II - straightforward installation - maybe worth a look:
Cowls are considered as secondary structure (not as primary structure) and can easily be repaired and documented in the log books as "minor repair to cowl leading edge". The only time you need an approved material combination is when a repair is made to primary structure, and is documented in a Structural Repair Manual, Section 51. There is no Structural Repair Manual for your airplane, so AC 43.13 is the guidance and authority to be used. To see what Section 51 contains, find someone with a Cirrus. Its on a CD that all owners receive.
As far as doing your repair, there is a bit of a learning curve dealing with composites, so if there is someone you know who has built a composite airplane, they would be a good resource. I like the MGS resin system that Spruce sells, and it is also listed as approved by Cirrus. To make the leading edge more durable, consider using about 3 layers of carbon cloth, where the buildup starts out smallest in width and additional layers are wider in width, overlapping the previous layer's edge. When the resin is cured, sanding will be required to smooth all surfaces. Try to find a rattle can of paint to match as close as possible.
And the spares are here! Took a few weeks for the courier to deliver them ... and to clear customs. All necessary items (except air ducts and landing lights which I am picking up next week at Aviation Parts Executive) are here. Time to start putting together this plane.
New face plates for speed indicators and fuel flow indicator are ready ... and they look much better!