Hello. I am about to purchase a 1981 Seneca III pending a favorable pre-buy inspection. The aircraft is FIKI equipped with radar. Unfortunately, I live in the west where I typically fly IFR with MEA's over FL 130 and the aircraft is not equipped with oxygen. The aircraft is currently owned by a part 135 service that has owned the aircraft since 1985. I have a close friend that actually flew that plane for almost 25 years so I am very comfortable with the history.
I routinely fly in the mid teens or higher so oxygen is really important. I have three little girls who will accompany my wife and I on many of these trips so a portable system seems very inefficient and costly. I have searched for retrofit oxygen systems and have only seen one example of a B55 pilot who purchased a salvaged system from ASOD in Dallas and somehow got field approval (I hope) to install it in his B55. Does anyone know of a reasonable (and legal) way to retrofit built in oxygen in a Seneca III?
Thank you so much for your input.
Smart move. Your pictures show an exceptionally clean airplane, if the wheel wells are any indication. From what I've heard the Navajo is one sweet flying airplane. Keep up the good work.
Thanks for posting these pictures.
Getting the old bird ready to fly after an extended refurb...
Replaced all hydraulic hoses, original hoses dated jan 1971, not very compliant.
Just fun to watch the gear swing.
One thing that can cause higher FP indications is a partially blocked fuel injection nozzle. Makes sense; pump is putting out same pressure but there's a restriction in the delivery line.
Suggest you remove and clean injectors; making sure that they all get back in the correct cylinders.
I know there should be an indication of less fuel flow on the EGT and CHT but, the initial Troubleshooting fix is clean injectors.
If you're reluctant to do that, put a direct reading guage on the FP line to see what the fuel pressure is.
Have you contacted Shadin??
Let me know what you find.
All of a sudden, my last few flight I've had a higher than normal fuel pressure reading in cruise, landing and final taxi than historically. The first time I thought it was due to 1.5 hours in -35F air, but it's the same now. Since 2010 it was historically ~1/3 into the green of the fuel pressure gauge and would ever so slightly bump up if the electric boost pump was engaged when flying and drop into lower green zone in idle, but back to 1/3 green with the boost pump taxiing; as per the POH instructions boost on taxi and TO/Land.
Now it read 2/3 to 3/4 in the green when flying and landing and taxiing and jumps to 40 (upper green/red line) if engaging the boost pump. So I resisted the use of the boost pump landing & taxi. Electric boost pump seems to be operating normally.
Engine runs normally, no power loss. Fuel flow is normal. JPI EGTs/CHTs normal.
Any ideas were to look?
Shadin fuel flow
Romec fuel pump RG 17028D/m s/n B-9480, overhauled 03/2017
Fuel pressure gauge is marked as 0-18 yellow, 18-40 green & 40+ red
I'm in the process of converting the right mag to the Electroair system with my AME. So haven't yet hooked up an auxiliary gauge to test the actual fuel pressure.
Thanks Steve. Good advice, I'll see what I can do.
Hola Steve, nice catch ... I will have the mechanic check that and make sure it does not expand.
At KMIA right now, flying back tonight with 3 new inner tubes (AirParts Co), the missing green nav/strobe (Texas Air Salvage), an AirGizmo G696 mount (Gulf Coast Avionics) and the forward lower baggage compartment cover (made new from Premier Aero Store).
This week it was all about deep corrosion inspection. There are a few places where it needs to be mitigated, but there is some considerable work on the stabilator assembly. Fun never ends ...
Another member has told me that Sean Houk (419 351-8495) in Adrian, Michigan (KADG) is also good on Comanches.
I have found that I can enter the title (SB 1178, for example) and sometimes a company or individual has posted it. But this is not always fool proof.
I suggest you contact your nearest Piper Dealer and work out some kind of an agreement.
I have also had some success phoning Piper's customer service number and asking it to send me a pdf of the SB or other Service information.
Does anyone have a source for individual Service Bulletins and Service Letters? Piper will sell you a whole library. Bartelt has an incomplete list. Any other sources?
Great deal! Have fun getting it in shape.
Last month, I just bought a 1974 Piper Cherokee Arrow II. The Owner died 9 years ago and it has been hangared ever since. I have been going through it and getting it ready to Fly. I am a first time plane buyer. I think that I got a smoking deal on it at $10,000 as I found the receipt for the Garmin 430W that was installed for $12,500 just before the owner passed away. I had an Aircraft mechanic go through it for about 5 hours and he said that it was in great condition. We even jacked it up and cycled the Landing Gear 6 times and all was well. He said most of what I need to Repair/Replace is due to the 9 year Nap that it took. We made a List and I am getting started on it. I just know that I will need help from the Piper Community, so Thank You in Advance! Here are the details:
Serial Number: 28R-7435210
TT = 4757
SMOH = 970
Prop = Hartzell, 0 SMOH, Brand New
Paint = 8/10
Interior = 6.5/10
Suggestions & Findings of Mechanic
Has Chrome Jugs
Auto Pilot Working
All Logs Books, Including Pilots Log Book
Garmin 430W with Auto Pilot
Tires and many Hoses need to be Replaced due to Time
Mags Need to be Rebuilt due to Time
Spark Plugs/Fluid Change/Filters Changed
Rear Muffler Needs Replaced
HVAC Drier/Receiver Missing
Alt Air Cable froze
Co-Pilot Left Master Cylinder Leaking
Brake Hoses Old
One Lower Spar Cap Cover Missing
Door Hinges need replacing
Bottom Beakon Inop
Pitch/Trim Clutch worn out
Dome Overhead Lights Inop
Replace old Rapco Vacuum Pump
It is a real Pale Blue (Imron Baffin Blue) with Light Blue (Imron Big Bad Blue) and Maroon Accents/Trim (Very 1970's LOL) and a Light Blue/Gray Velvet Interior. I also applied for a change for the N Number - New Number will be N323BG. I look forward to the project, the enjoyment of Piper Ownership and Flying and the Camaraderie.
Thanks for the article and info. They were interesting, but I’m still interested in Pa-30/39 for personal and possibly teaching.
I probably should have mentioned that I have 8700+ hours, 4200+ multi, and have flown an taught in in mostly Piper lines, super cubs to Cheyenne III except for the Comanche and Malibu lines.
Any other suggestions, articles or people to talk to would be greatly appreciated.
Once again thank you for reaching out and for the info.
Please read this article from the magazine archives. It was written by Kristin Winter, a very experienced Twin Comanche owner.
My advice to buyers is always buy the best airplane you can afford. If you buy one that looks like a great deal, you can be assured that you will find many maintenance issues that will need to be addressed.
Many PA 30s have been used for twin engine training; and as a consequence are in pretty tired shape.
Please protect your self by insisting on a full on annual as your pre-purchase inspection, preferably by a shop that has lots of PA 30 experience.
Here's the article link; as a member you are free to roam the magazine archives. There's lots of good information there that we have addressed over the years.
Keep in touch; we will help you all we can.
It looks like you're making lots of progress. There is a small web on the main landing gear strut assemblies. It's not uncommon for cracks to originate from the small hole in that web. I recommend that you smooth and blend the edges of each side of the hole in that web.
I’m looking at purchasing a Pa30/39 for personal use and possibly teaching in it.
I would greatly appreciate any suggestions .
... and now the same MLG clean and shiny