Jack Allison
May 6th 06, 05:54 AM
After a long 6.5 weeks in the shop for the annual and replacing two
cracked ribs, yesterday was the day for the test flight. It was my
first time being a test pilot and I recall reading several posts about
first flights following an annual so I took a long time during the
preflight. Add in the fact that we had some not so minor airframe
repair and I spent a lot of time on my back looking at every cotter pin
and safety wire of the landing gear, every nut and bolt of the flaps,
and made darn sure the control surfaces moved the right direction. I'd
seen the plane with the main gear, flaps, and gas tanks removed during
the rib repair...a sad sight for sure. I wanted to satisfy myself that
it all looked and felt right. Not that I doubt the shop's work.
Through this ordeal, I've spent several hours poking around the plane
and talking to the A&P. Since it was my butt doing the test flight,
however, I wanted to take my time.
The test flight was a non event...just the way it should be. Sure felt
good when I lowered the gear and saw three in the green. 04T flew just
as before. Slight left wing heavy situation still existed and has since
been taken care of. I spent maybe 1/2 hour orbiting the airport at 5500
ft checking the gear, flaps and the rigging.
Now the fun part...how much this little adventure cost. Let's just say,
it sure is nice to be able to divide the costs by three.
Annual inspection: .95 AMU
Rib repair: 5.4 AMUs (60 hours labor, approx. 1.2 AMUs in parts)
GNS 430 AD compliance: .75 AMU (AD repair was free but required hardware
and software upgrades from Garmin)
Everything else: .9 AMU. Includes new points, brake linings,
oil/filter, air filter, labor, Piper SB 1156 for the nose gear drag link
bolt, and other stuff I'm forgetting.
Grand total: 8.00833 AMUs. Like I said, nice to divide by three :-)
We were planning to get our 13 month out of the annual with a April 1st
sign off...but that all changed with the cracked ribs.
The rib repair could have easily cost another 1 AMU in labor based on
actual vs. charged labor hours. In essence, the shop didn't charge us
for their learning curve.
Can't wait to get back into a regular flying routine. Those first few
instrument approaches should be a hoot seeing as a mere five flights ago
was my check ride.
--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T
"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci
(Remove the obvious from address to reply via e-mail)
cracked ribs, yesterday was the day for the test flight. It was my
first time being a test pilot and I recall reading several posts about
first flights following an annual so I took a long time during the
preflight. Add in the fact that we had some not so minor airframe
repair and I spent a lot of time on my back looking at every cotter pin
and safety wire of the landing gear, every nut and bolt of the flaps,
and made darn sure the control surfaces moved the right direction. I'd
seen the plane with the main gear, flaps, and gas tanks removed during
the rib repair...a sad sight for sure. I wanted to satisfy myself that
it all looked and felt right. Not that I doubt the shop's work.
Through this ordeal, I've spent several hours poking around the plane
and talking to the A&P. Since it was my butt doing the test flight,
however, I wanted to take my time.
The test flight was a non event...just the way it should be. Sure felt
good when I lowered the gear and saw three in the green. 04T flew just
as before. Slight left wing heavy situation still existed and has since
been taken care of. I spent maybe 1/2 hour orbiting the airport at 5500
ft checking the gear, flaps and the rigging.
Now the fun part...how much this little adventure cost. Let's just say,
it sure is nice to be able to divide the costs by three.
Annual inspection: .95 AMU
Rib repair: 5.4 AMUs (60 hours labor, approx. 1.2 AMUs in parts)
GNS 430 AD compliance: .75 AMU (AD repair was free but required hardware
and software upgrades from Garmin)
Everything else: .9 AMU. Includes new points, brake linings,
oil/filter, air filter, labor, Piper SB 1156 for the nose gear drag link
bolt, and other stuff I'm forgetting.
Grand total: 8.00833 AMUs. Like I said, nice to divide by three :-)
We were planning to get our 13 month out of the annual with a April 1st
sign off...but that all changed with the cracked ribs.
The rib repair could have easily cost another 1 AMU in labor based on
actual vs. charged labor hours. In essence, the shop didn't charge us
for their learning curve.
Can't wait to get back into a regular flying routine. Those first few
instrument approaches should be a hoot seeing as a mere five flights ago
was my check ride.
--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T
"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci
(Remove the obvious from address to reply via e-mail)