Does anyone have an annual checklist for a PA28-180 they could send me?
My Cherokee 180 is due for an annual inspection next month, does anyone have any recommendations for where to take it in Hampton Roads VA
thanks very much for your opinion. I have a JPI EDM700 with fuel flow option and an OEM fuel flow gauge. They both match so I assume my JPI is set up correctly. My datalogs show about 15.8-16gph during take off and my hottest CHT never really exceeds 370 even in prolonged climbs to FL060-090.
I was just a little bit confused as to why all my cylinders peak EGT just about 50-75F leaner than full rich mixture.
So i see about 1450 on nr2 during take off.. it peaks at just about 1510. Same with other cylinders too. So it looks like sea level full mix full power runs just about 70F richer than peak egt. Everything I read on the internet points to full rich mix should be about 200-250F richer than peak EGT. That is why I thought my fuel flow was maybe not high enough.
But honestly, everything runs great. I just wanted to a 2nd opinion from here and got it!
Great question. Let's take a look at some statistics about the systems involved.
I took a look at the Lycoming IO-360 Operators manual for some of this information.
Figure 3.5 in the manual cites a fuel consumption at 200 hp of 93.5 pounds per hour. 93.5 divided by 6 which represents the weight of a gallon of 100 LL avgas at average temperature yields a fuel power fuel flow of 15.58 gallons per hour.
Based on the data from the performance charts published by Lycoming, you are getting a little more than full power fuel flow at takeoff.
You quote a number of 16 gph fuel flow at takeoff. I'm going to assume that you're getting that number from a fuel flow gauge. If your fuel flow gauge is an aftermarket stand-alone gauge or is part of an aftermarket engine monitor such as the ones from Electronics International or JP Instruments, the fuel flow gph reading will be correct IF what's called the K-factor has been properly set during the installation of the gauge. You can verify the correctness of the K factor by filling your tanks to a recognizable spot on the filler neck, for instance. Then after taking off on one tank (we will call this tank 1) and climbing to altitude (any one you're comfortable with for leaning.) After leveling off, lean the engine in accordance with your normal practice at your normal cruise power setting. Then note the time and switch to the other fuel tank (tank 2). Fly without touching the throttle or mixture knobs or climbing or descending for an hour. Note the fuel flow gauge gph reading during the flight. At the end of exactly one hour, switch from tank 2 back to tank 1 and return to base. When fueling tank 2 the amount of the fill should match the fuel flow gauge gph setting. If it doesn't, you need to adjust the K-factor setting. It's usually pretty easy. Continue to adjust until you're within a few tenths of a gallon per hour.
Cylinder head temperatures (CHT) are the most important number during high power operations. EGT numbers are used to establish peak EGT when leaning at 75 percent or lower. Due to many variables such as installation orientation and distance from the cylinder exhaust flange, the actual numerical value of EGTs is not important.
If your CHT numbers stay below 400 during high power operations, you're getting sufficient fuel flow, no matter what your fuel flow gauge reads.
My suggestion is that you pay attention to your CHTs and do the K-factor calibration flight and adjust the K-factor if necessary.
I see about 16gph fuel flow on my arrow 100 at sea level take off power. strangely this puts me at just about only 75 F rich of peak (1400-1450F egt during take off).
is there a way to increase the take off power fuel flow? what got do you all see on your arrow 200?
Thanks again for the pointer, I actually approached a local piper authorised maintainer, who went directly to Piper. I now have a fully up to date POH.
Was Andre able to help you?
Research shows that www.aircenterinc.com in Chattanooga markets its "Cool Air" system to many singles and twins. However the PA-31 is not on it's website list as one it has converted. However, it claims it can install a Cool Air system in any 28 volt airplane. Contact Gary Gadberry at (423) 893-5444 to see if he can do your Navajo.
Just to be clear, I did not see the Cool Air system in the FAA Supplemental Type Certificate (STC) listing; however that STC listing is not always up to date.
One company that was listed is www.aircommcorp.com . In the STC files it's listed as ACC-KP LLC in Addison, Texas. However, as I wrote above, the STC listings are not always up to date. It turns out that Air Comm Corp (in Colorado) purchased Meggitt, which had purchased Keith Air Conditioners.
For what it's worth, I once installed a Keith A C system in a Cessna Skymaster. The compressor and fan are electrically-powered. Unfortunately, the current draw was very high; something like 50 amps as I remember. Since the two alternators on that Skymaster were 38 amp units, we had to upgrade the alternators to ensure that there would never be too great a draw on the airplane electrical system generating capacity.
Frankly, we were surprised that a STC was granted to an obviously flawed installation. And so was the owner when we explained the need for larger alternators.
In the end, the system worked well and I have to say it was a very comprehensive and well engineered installation kit.
Looking for recommendations regarding best aftermarket AC for a 1968 Pa-31?
I'm a little confused. If you were able to remove the cover--as shown in the picture you attached--didn't that give you access to the bulbs?? I seem to remember that the bulbs are replaced by push, one-eighth turn and release.
What am I missing??
SPECIAL AIRWORTHINESS INFORMATION BULLETIN
SUBJ: Engine Fuel and Control – Operation with Contaminated Jet Fuel
Date: December 26, 2017
File Attachment:File Name: HQ-18-08R1.pdf
File Size: 52 KB
File Attachment:File Name: HQ-18-08R1.pdf
File Size: 52 KB
See page 3 of the PDF for:
APPENDIX 1 – Civilian Aircraft that Uplifted Jet Fuel Contaminated with DEF
APPENDIX 2 – Civilian Aircraft that Uplifted Jet Fuel Using Refueling Equipment that Was Exposed to DEF
I have a 1968 Cherokee 180D. Both the ceiling mounted white cabin light and red light are out. I can not figure how to get the cover off the white light. I've tried twisting it to see if it was 'tab' locked with no luck. It doesn't seem to unscrew. I removed the ceiling panel, but that only gave access to the top of the bulb receptacle for the white light with screw tips showing that obviously screwed in from under the light cover. The red light wasn't any easier to decipher.
Any assistance would be GREATLY appreciated.
You’re in luck. Aerospace Coatings International ( www.aerocoatings.com
) in Oxford, Alabama has an approved process to re-chrome Cherokee and other Piper struts.
I just spoke with Tiffany at customer service there and was told that if the outside diameter of the strut that needs repair is less than two and a half inches the cost is $650; if the measurement is greater than 2.5 inches the cost is $775.
Tiffany said to send the strut to the 370 Knight Dr. address in Oxford. Include all of your contact information (phone, email) and the strut part number.
If the strut can’t be repaired for any reason, there is an $80 fee to cover the inspection phase.
Turn around time was quoted at 14 to 21 days. Every re-chromed strut is sent back with a fresh airworthiness (8130) tag.
I’ve spoken to Chromecraftreman.com and to the askogroup.com in Sacramento and Seattle, respectively and both companies are chroming specialists, but both told me that they would have to have printed data related to the specifications of size, type of chrome and other details.
It looks like Aerospace Coatings is the company best set up to do your struts.
Please let me know how it turns out.
Giving some serious consideration into trading my well kept low time ‘71 PA28-140 for a PA28R. I will be happy to share totals, times, all of the STC’s and parts replaced and parts included to an interested or interested parties or offers. Thanks for taking the time to read and God Bless.
I got this plane in 2009 while finishing my Private Ticket. In the next 2 years I put in a new Airtex interior, upgraded it for IFR, and used it to get my Instrument Rating. I have put over 300 hours in it and have been happy every minute.
SMOH – approx1600, Total Time – 3944, Paint (2007) and interior (2010) are 9+, No damage history, Averages 7.8 gph,,
Comps - 76,76,76,78, Oil use is about 1qt/15hrs., Piper Autocontrol III Autopilot, Ground Service Plug, Tinted Glass, Vertical Card Compass, Heated Pitot, Metcoaire wing tips, GNC300XL IFR GPS/Com, TKM – MX11 Com, KN53- Nav w/GS & 3 L/M, M20 Oil/Air Separator,
LED Lndg, Nav, & Int lights, Concord Battery 2013, New motor mount bushings 2015, Red/Clear Tail Strobe, AMR&D Vortex Generators, AMR&D Prop Mod, New Vac Pump 2017,