Others

CHT Low Temp Alarms

michael gwinn — Mon, 01 Mar 2010 11:06:47 -0600

1999 Piper Seneca V. My Rt engine CHT has been, for years during flight, slamming to zero and triggering an alarm in the digital display at the top of the stack of analog meters. This requires manually resetting (or releasing) the alarm on the digital panel. The analog needle will slam to zero, stay there for a while, and then bounce back up to normal. Then it will do it again.
The real nuisance is the need to reset the digial display during critical phases of an instrument approach.
My mechanic has tried everything he could think of over the years. Evertime that I am in for an oil change or annual, he takes the thermocouple (TC), installs it in a heat block to 300 degrees, but cannot duplicate the problem. He has checked all connections to make sure they are clean and clear of contamination. He has jiggled the wires to look for a bad connection.
He cannot locate the source of the problem. Has anyone else experienced this problem? If so, what did you find to be the solution?

Re: RE: Cheyenne type rating (initial)

Nathan — Fri, 26 Feb 2010 12:57:34 -0600

not even the 400 requires a type rating. under 12,500#. You'll need the training specified by which ever underwriter you end up with for insurance. For the 400, we used Robert Lasardo out of FL. He will come to your location if you want and is recognized by most all of the underwriters. Not real sure if he does the Cheyenne 1 and 11, anymore, though.

best,
Nathan

Re: Aztec Annual

dsorrel — Tue, 23 Feb 2010 09:59:37 -0600

I just had my PA23-250 annualed. She is a Turbo F Model. Charlie's Flying Service at KARM did the work with me assisting. Since this was the first annual for me did did extensive work. He is careful and knowledgable. I think there is another AZTEC expert in Eagle Lake, TX.

Repair of door stays

strasser — Sun, 21 Feb 2010 22:52:21 -0600

Anyone know of a shop that can repair worn door stays for a 1980 Seneca II (34-8070111). Neither keeps the door open.
Part number of baggage door stay is 37666-00 and of front door stay is 95507-05.? strasser@propilots.net

Full Carpet and Side Panel Kit for Navajo, Mojave, Cheyenne I & II

SCS Air — Sun, 21 Feb 2010 18:37:08 -0600

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King 200 vs 150 autopilot

Bob Hyatt — Wed, 17 Feb 2010 00:08:25 -0600

-- moved topic --

PA - 46 FLOOR MATS - MLIBU, MATRIX, MIRAGE, AND MERIDIAN - FROM SCS

SCS Air — Wed, 17 Feb 2010 00:07:41 -0600

-- moved topic --

FREE SHIPPING ON ALL PIPER AIRCRAFT FLOOR MATS ENDS JANUARY 10, 2010

SCS Air — Wed, 17 Feb 2010 00:07:22 -0600

-- moved topic --

PIPER AVIATION ACCESSORIES: GREAT GIFT IDEAS

SCS Air — Wed, 17 Feb 2010 00:06:48 -0600

-- moved topic --

Cheyenne I operating costs?

blevine — Sat, 13 Feb 2010 11:27:33 -0600

Anyone out there flying a Cheyenne I for personal use in the 100 to 120 hours per year range who can share all in annual operating costs (excluding capital/financing)?

Thanks.

Re: Jetprops and grass fields.

Jo�o Silva — Mon, 08 Feb 2010 21:05:49 -0600

Hey martin about the jetprop can you contact via email.

Thank you

Cheyenne 1 and 11 Cabin Differencial (PSI)?

Dan Cretsinger — Sat, 06 Feb 2010 21:41:05 -0600

Can anyone please tell me what the cabin PSI is for the Cheyenne 1 and for the Cheyenne 11?
I cannot get an accurate answer from even the owners themselves that are selling their aircraft.
I am looking to purchase a 1 or possibly a 11. I have heard the PSI for either plane is 5.5. Then another owner told me 4.6????? I would just like to know what the real PSI number is.
Also, what kind of fuel burn can you expect on a 2 - 3 hour flight?
Can it comfortably fly up to FL280?
All thhings being equal, what altitude would you fly it at (assuming you can do so) on a long trip?
What is your standard cruise speed?

Cheyenne 1 and 11 Cabin Differencial (PSI)?

Dan Cretsinger — Sat, 06 Feb 2010 15:25:40 -0600

Can anyone please tell me what the cabin PSI is for the Cheyenne 1 and for the Cheyenne 11?
I cannoot get an accurate answer from even the owners themselves that are selling their aircraft.
I am looking to purchase a 1 or possibly a 11. I have heard the PSI for either plane is 5.5. Then another owner told me 4.6????? I would just like to know what the real PSI number is.

Re: Mojave or P Navajo

Grant — Fri, 05 Feb 2010 16:13:41 -0600

I see the above comments and I have ask myself have the people sharing their opinions above ever owned a mojave? I seriously doubt it! I owned a Najavo for ten years and then due to medical problems I needed and wanted a presurized aircraft. I choose a Mojave and have owned it for three years and I love it!!!! I will say this, yes it is a complex aircraft and you need to find a mechanic with brain to work on it due to fact some parts are difficult to find and some problems difficult to figure out, if you go to a parts changer it will cost you some money if you go to a good mechanic who takes the time to understand and work through the problem it is no more costly than my navajo to maintain. All piston presurized aircraft are going to cost a little more to own. Name one other aircraft that will do what a Mojave will do for the cost it does it for. You cant. They all suggest to buy trubines I would like one as well but I cant figure out how to make on pencil. Again for the money you cant find a better aircraft as long as you find a mechanic who can work on it first.

Re: Seneca V 1999kg kit

ian rosewell — Fri, 29 Jan 2010 00:40:49 -0600

Bob

the empty weight does not change only the gross weight is reduced thereby reducing the payload for legal ops. you need to consider how your insurers would react if you ever put a claim in and youra/c was calculated to be over 1999kg, which would be easy to do in my fully fuelled seneca3 with 4 or possibly only 3 heavy adults on board.

i bought the kit two years ago but have not yet applied it to my a/c for above reasons, also in 3 years i have never received euronav charge for my ifr ops so am assuming brussels think all pa34 have the kit so why bother charging

Seneca V 1999kg kit

Bob Hyatt — Tue, 19 Jan 2010 16:40:26 -0600

Trying to find out what actually is involved when the 1999kg kit is installed........how does this effect the basic empty weight, if at all? Any experiences of actual empty weights with the kit installed? There seems to be little payload available when the kit is installed?

Any information much appreciated.

Regards,

Bob

WANTED: arm rest for Seneca V (or part number)

Bob Hyatt — Tue, 12 Jan 2010 03:04:13 -0600

I am looking for an arm rest for the left hand pilot seat in a Seneca V......or does anyone have the part number? I expect it is the same part as in previous models as well....

Regards,

Bob

Re: Aztec Annual

tombaum — Thu, 07 Jan 2010 17:45:21 -0600

PaulB

Just to let you know I'm still around East of Dallas in Kaufman Texas
Tom Baum A&P IA

poh for pa32r-300

robertcollins — Tue, 05 Jan 2010 15:29:25 -0600

Where can I get a downloadable POH for my 1977 PA32R-300

Re: Has Anyone Bought the Matrix?

atshrader — Thu, 31 Dec 2009 22:44:29 -0600

JUST WONDERING -WHAT PROBLEMS HAVE YOU HAD WITH YOUR NEW MATRIX?? AVIDYNE? DOOR SEALS?? STARTERS?? DEFECTIVE FUEL SENSORS-ERRONEOUS FUEL READINGS

Re: Thoughts on a PA23/Apache

denny-o — Sat, 26 Dec 2009 15:05:34 -0600

BUMP...

Well, I live in the Great Lakes and I have an Apache...

I second the comment that any really low priced Apache is not going to be a reliable machine - it is just someone trying to get out from under their albatross..
But, the Apache is simply the best bang for the buck in a light twin - the economy has really pulled the rug out from under the prices [though some 'sellers' apparently don't know that]
Look in the high 30's and mid 40's to find a machine that 'may' let you put a 150-200 hours on it before spending money...
If you do find one you are thinking about give me a jingle and we can talk... I have been banging around in and owning them for some time...
There are a few quirks to them - power pac as mentioned, flap AD, etc...
Always glad to chew the fat about the old flyin' sweet potato...

denny-o
ad4hk2004 A T yahoo.com

2006 Seneca V panel question

Bob Hyatt — Sat, 12 Dec 2009 15:24:13 -0600

I am looking at a 2006 Seneca V......it seems post 2000 - 2007 V's are fitted with the Garmin ST-180 HSI..... The one I am looking at is fitted with the King HSI....does this seem strange??? In fact it is fitted with two kING HSI's...

Regards,

bob

Re: Thoughts on a PA23/Apache

Jim French — Mon, 23 Nov 2009 20:39:16 -0600

I [u]am[/u]one of the Apache fans at piperapacheclub.com I've owned mine since 1998. The Apache is a great design, a great flyer, and very economical. It will go in and out of any field a single can fly into and is a very easy plane to fly. The only caveat is maintenance. They are a very complex airplane and most have been owned by people who don't want to spend money on an airplane. If you think you can have a twin for $20 or $30 thousand dollars you are mistaken. You will do nothing but repair a plane that you buy for those prices. You will not fly for a year or two and by then you will have $60M in it. The other option is to fly it with a reduced or non-existent safety margin. As you begin to repair it you will find that most of the airframe parts are no longer available. The rest of the plane is built from off-the-shelf stuff, but airframe parts will need to be made or scrounged. Used parts are not really an option because most are as worn as your part was, and Piper did not use jigs to drill the rivet holes, so rivet patterns do not align. If you want a project that ends with an airplane you can keep for the rest of your life you can't beat an Apache or Aztec. But don't think you will pay less than $30 thousand and fly 100 hour a year.

Re: NOSE GEAR SHIMMY

frank_rowe — Tue, 17 Nov 2009 18:14:52 -0600

Sounds very familar - I too have this shimmy problem with my Tomahawk - I think it's a poorly balanced wheel - I don't have a brake or disc on my front wheel - I was told that the nose gear sissor were recently serviced. As well - underinflation makes the problem worst and dido with wieght - so pulling back on that yoke does help reduce the shimmy. and braking lightly - not heavily. There is no dampner that I know of and hence the problem with this. Not sure if you can balance the wheel or not - but I've been told to make sure that the tube - and tire - dot's inside are lined up - as they apparently mark the heavy spot in both the tire and the tube - thus acting like a rudimenatry balance point. Mine seems to do this right about take off speed - about 55 - 60 knots or so. Seems to continue on even afterwards too for a bit till I stop it with the rudder pedals. On landing - it can be very viloent if i brake hard. I want to have this problem - minimized - during my next annual for sure.

Re: Thoughts on a PA23/Apache

glenn juber — Sun, 15 Nov 2009 22:46:52 -0600

Jeff:

I wouldn't waste too much money on the VG's. We're talking about a plane that stalls at 59 mph at gross, and 52 mph at typical landing weights. You have to buy the square tail stc to do the VG's, so it's $3K plus labor to lower your stall speed by 5 mph. Only Micro makes them. Spend the money on other upgrades first.

I did the 3rd window to mine two years ago. It's the nicest single mod to make the plane more useful and cosmetically appealing. It is VERY labor intensive, requiring 40-50 hours to do correctly. If you like I can send you some photos of mine. Diamond Aire sells a kit.

Shoulder belts are available as STC kits for $900, or you can install them via the Piper SB and your parts cost will run about $600 for inertia reel belts.

I have a 1956 with 3rd window, short nose w/baggage, extended aft baggage, Metco dorsal fin and wingtips, wing root and cowl fairings, flap gap seals, 5 seats, 140 kts, 1160 useful, IFR GPS approach certified. I've put tons of time into this plane and i will sadly need to sell it this spring. I just moved to Florida and I now need a turbo Aztec for traveling back and forth from FL to CT. I have access to a twin comanche but it's just not as big as the Apache. The Apache/Aztec are real trucks. The Apache takes 8 hours for this 1100 nm trip on 130 gallons. The Aztec only takes 5.5 hours but uses 170 gallons to do it. I don't mind the 8 hours but the family wants more speed. You will find me on flightaware.com under N1367P.

So if you have questions about the one you're looking at, fire away. They're great airplanes for the money.

Best,
Glenn

Re: Thoughts on a PA23/Apache

Jeff King — Sat, 14 Nov 2009 19:12:05 -0600

glenn j Wrote:
-------------------------------------------------------

>
> check out the apache fans at piperapacheclub.com

Can someone try to following site for me?

http://www.piperapacheclub.com/

then click on member forums and for the password, type

'piperapache' (without quotes, this is the temp user password)

let me know if you get in.

Re: Thoughts on a PA23/Apache

Jeff King — Fri, 13 Nov 2009 22:07:17 -0600

Hi Glenn:

Was doing some searches on google and your name came up in connection to apaches. I saw that you mentioned vortex generators for it. Do you know who makes them? MicroVG claims to only make them for the 180 version.

Also, on the subject of STC's, how about third window STC as well as shoulder belts?

I requested a temp password for that apache user forum you mentioned.

Thanks

Jeff

Re: Thoughts on a PA23/Apache

Jeff King — Fri, 13 Nov 2009 21:10:31 -0600

Thanks for all the feedback. I started my multi-training last night, 2.5 hours on a Frasca multi-engine SIM (Baron 58) and I will finish up on the real thing. Got to do some stuff we don't do in the actually plane, some engine outs on take-off as well as some VMC roll-overs. I had really good luck with the Frasca doing my IFR ticket on it, and being able to put the plane into conditions I wouldn't dare do in a real plane is eye opening.

Mike, I live in west Michigan.

Re: Thoughts on a PA23/Apache

glenn j — Mon, 09 Nov 2009 18:24:48 -0600

Jeff

The statement about the parts count is odd. The Apache parts catalog fits on less than 2 microfiche pages, while the Seneca takes four. Simple math there, more pages, more parts.

Parts are easily obtained since the Apache was born before just-in-time manufacturing came around. THey made about five of every part for each plane built, and it is easy to find new in box Apache parts that were built 30-50 years ago. And it shares many of the Aztec parts, which was built until 1981. So you have a 27 year production run of over 7,000 planes. (2,200 Apaches and 5800 Aztecs). Not so with the Seneca. Fewer spares and much higher prices for them.

Most comments about Apaches are from people that have never owned or flown one, so be wary of that.

In reality, you won't get a decent one for 20K unless it's a real distress sale. A well-maintained mostly stock Apache should cost between $38-50K. Geronimo mods will add to that figure.

Catching up on deferred maintenance is costly, but more so in labor than in parts.

A normal annual should take 40-50 hours to complete properly. 3 hours for opening, 22 for inspection, 20 or so for discrepancies and closing it up. Any less is too little time.

There isn't an easier twin to fly on one engine. By easy I mean that the wing and rudder are well-balanced and the drag rise is manageable, not that it's a rocket on one engine. No light twin is. A Seneca wing is lousy by comparison. THe Apache's high lift wing has no vices, the airplane can be stalled on one engine and you won't roll over. It's even in the POH and simply results in a 200 foot altitude loss. A single engine stall in any other twin is a Vmc roll-over for certain. OEI climb rate is 240 FPM and if you follow the book it will easily do that. Overload it on a hot day and it won't, just like any other twin, even a King Air.

It's no harder to stay multi-current than to stay IFR current. You hear the bad things about loss of control accidents but you never hear how many twins land safely after an engine failure. There aren't any stats on that. Losing one engine on a twin is not the guaranteed deadly event some make it out to be. Properly managed, you have the ability to keep flying. Lose an engine on a single and you have to pick out your landing spot in that pond, power line, tree, crowded city street, or any other nasty spot you typically find around your local airport.

check out the apache fans at piperapacheclub.com

Re: Thoughts on a PA23/Apache

Mike — Sun, 08 Nov 2009 20:17:39 -0600

Hi Jeff,

I have no time in 337s, but the guys who have owned them tell me that if I thought maintaining an Apache was tedious, it was nothing compared to a Mixmaster! The center line thrust does eliminate VMC rollover, and has its own unique FAA rating, but there are still a few features to learn and watch for, just like any airplane.

You may want to chat with your insurance agent and then Avemco about your plans. They may help influence your decision.

BTW, what part of the world do you hail from?
Mike