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#1
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2.5 years is not too terribly long for the engines to have sit. I've
known of several aircraft in my area that have sat unflown / unrun for much longer than that, without having the engines prepped for long storage beforehand, whose engines were still in remarkable condition after the usual basic maintenance tasks were done to revive them (hoses, batteries, filters, AD's complied, etc.) I'd be more concerned with looking for nests and other damage by rodents, insects, birds, etc., since I once saw a plane that sat in a hangar unflown for a couple years whose ailerons' movement were severely restricted due to mud dauber (mud wasps) nests build inside the wings on the control bellcranks. There were also rodent nests and chewed wires in the aircraft. Being a retract twin, I'd also have it put up on jackstands and make sure all the landing gear mechanicals and electricals are in perfect condition. I'd want to see the gear flawlessly perform a couple dozen cycles while the aircraft sits on the jacks just to make my wallet feel better before flying the plane. |
#2
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I'd be more concerned with looking for nests and other damage by
rodents, insects, birds, etc., since I once saw a plane that sat in a hangar unflown for a couple years whose ailerons' movement were severely restricted due to mud dauber (mud wasps) nests build inside the wings on the control bellcranks. There were also rodent nests and chewed wires in the aircraft. It was in a hangar most of those two years, and I have gone out an checked the plane during the time it's been on the ramp. I was mindful of this because my C152 was nested by some wasps over a weeks time last summer. Being a retract twin, I'd also have it put up on jackstands and make sure all the landing gear mechanicals and electricals are in perfect condition. I'd want to see the gear flawlessly perform a couple dozen cycles while the aircraft sits on the jacks just to make my wallet feel better before flying the plane. When I get it annualed, the mechanics will hook it up to an external hydraulic pump and we'll cycle them a number of times for both gear and flaps. I was actually wondering how this was done without running the engines, as you can do it with the hand pump, but figured it wouldn't be the same. Mechanics called the external pump a mule? or some such animal, cannot remember now. I guess it's a pretty standard thing to do when the gear is hydraulic. The other thing I need to do some research on is the STC for dual hydraulic pumps, as the Aztec only has one on one engine by default truly giving it a critical engine. -- Louis L. Perley III N46000 - C152 N370 - PA-23-250 |
#3
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Compression tests on both engines and swing the gear before I'd fly
it. Both of these are higher priority than a pitot static test. Also, before the compression test, several long runups, with extensive magneto and carb heat and everything else checks (temperatures etc). "Louis L. Perley III" wrote in message ... I seek the collective wisdom of the group. As I have mentioned previously, I was the co-owner of a 1965 Piper Aztec, due to various conflicts in the partnership, the plane has not flown in two and a half years (approx.) most of this time it has been in a heated hangar, but has been out in the weather since April. I have just this past week convinced my partners that it was doing no one any good to have it just sit there, and they finally let me buy them out. It's a pretty decent airframe overall, it's just been sitting idle with disuse. I know there are many things to get it airworthy again, and have started the process. I have scheduled a pitot-static-transponder check this coming week, and an annual will shortly follow. I intend to replace the tires (figure they're probably rotted due to not being moved much, and it's a easy thing to correct right at the start), install a new battery (and if memory serves I'll need to check/replace the one in the ELT as well). My question is, what else should I be checking extra carefully? I know the annual should catch most things, but that's just an inspection by definition, and I expect not everything will show up until I get it flying again. The engines have been run occasionally, but nothing that I'd call consistent. The engines do have chrome cylinders, so I'm hoping that I won't be facing a horrendous corrosion problem in that area. I'm wondering what things I should be extra careful/mindful of once the airplane is airworthy and flying again. Where would I expect to see problems the first few hours aloft? Should I keep it close to home for the first bit and then do some longer cross countries to give it a proper shakeout? If so, what would be a reasonable amount of time to shake things out? The aircraft and I are based at Jeffco (KBJC) in Broomfield, CO. I am really looking forward to taking a flight in this aircraft, as I've owned half of it for 2.5 years and have never flown it. I've seen those in the group who have been, or are in partnerships, however the whole mess surrounding this one has made such an idea in the future somewhat unpalatable. |
#4
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"Louis L. Perley III" wrote in message ...
I seek the collective wisdom of the group. As I have mentioned previously, I was the co-owner of a 1965 Piper Aztec, due to various conflicts in the partnership, the plane has not flown in two and a half years (approx.) most of this time it has been in a heated hangar, but has been out in the weather since April. I have just this past week convinced my partners that it was doing no one any good to have it just sit there, and they finally let me buy them out. It's a pretty decent airframe overall, it's just been sitting idle with disuse. Couple of things that need to be done prior to the annual and most importantly prior to even starting the engines...... 1. Fresh oil change and at least 20 minuets on an external oil pump for pre-oiling or if using a pressure type pre-oiler, then 10 fill and drain cycles. 2. Battery replacement or charge check. If it won't hold a charge then replace it. 3. Gear swing and rig check and lube. Do it by the book and no shortcuts.... 4.Power up the aircraft with external power and do a good sniff check. Once you've done this then fire up the engines and do some taxi testing and get ready for the annual. Craig C. |
#5
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Couple of things that need to be done prior to the annual and most
importantly prior to even starting the engines...... 1. Fresh oil change and at least 20 minuets on an external oil pump for pre-oiling or if using a pressure type pre-oiler, then 10 fill and drain cycles. Will be doing this with the mechanic. 2. Battery replacement or charge check. If it won't hold a charge then replace it. Already ordered replacement batteries, I'll throw the old ones away. I figure this is cheap insurance/preventative maintanance. 3. Gear swing and rig check and lube. Do it by the book and no shortcuts.... I'll do this with the mechanic hooking up the aircraft to an external pump. I've also planned on replacing the tires for the same reasons as the battery above. 4.Power up the aircraft with external power and do a good sniff check. I need to find someone who sells the plug for a Piper. I have one for the Cessna, but it's a three prong, flat plug and the Piper one is round. One nice thing about the Piper is that it's only 14 volts, so powering it via the external plug is easier. Once you've done this then fire up the engines and do some taxi testing and get ready for the annual. Will do. -- Louis L. Perley III N46000 - C152 N370 - PA-23-250 |
#7
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And see how old those fuel and oil hoses are. Ten years is the outside limit, and five is more reasonable. They get brittle and crack with age and can cause some serious second thought. The oil filters should be checked after a couple of hours running. Running the engines on the ground a few times puts a whole lot of moisture into the case and causes acid formation and corrosion. If the bearings/journals and pistons/rings have been roughed up by corrosion there might be metal in the filters. Dan I plan on replacing all the hoses and such, again, as a preventative maintanance type thing, it's a bit more cost for quite a bit of insurance in my line of thinking, plus if I get it done now, it shouldn't be an issue for the next few years. On ground running the engines. I thought that as long as you ran them on the ground long enough to get them up to operating temperature then it wasn't a problem? Something about getting the oil hot enough to evaporate the water or something. Is this just simply incorrect information? -- Louis L. Perley III N46000 - C152 N370 - PA-23-250 |
#8
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"Louis L. Perley III" wrote: On ground running the engines. I thought that as long as you ran them on the ground long enough to get them up to operating temperature then it wasn't a problem? Something about getting the oil hot enough to evaporate the water or something. Is this just simply incorrect information? Fifteen years ago, that was conventional wisdom. Now, you'll get lots of argument about it. As for getting the oil hot enough to evaporate water, on my Lycoming O-320, getting into the green arc won't do the trick. You need to get the temp at least half way up the scale and keep it there for 15 minutes or more. I can tape over my oil cooler and manage to get it there on the ground in July or August, but the rest of the year, ground operation won't get the engine hot enough. Further, running the engine at all puts acids into the oil from a combination of blowby and condensation. Unless you immediately change the oil, that acid is going to sit in your engine. Of course, if you don't run it much (as you didn't), you won't get much acid buildup, but it's still a problem. It's really best to just pickle the engine if it's going to sit. George Patterson If a man gets into a fight 3,000 miles away from home, he *had* to have been looking for it. |
#9
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("Louis L. Perley III" wrote)
snips I seek the collective wisdom of the group. As I have mentioned previously, I was the co-owner of a 1965 Piper Aztec, due to various conflicts in the partnership, the plane has not flown in two and a half years (approx.) most of this time it has been in a heated hangar, but has been out in the weather since April. I have just this past week convinced my partners that it was doing no one any good to have it just sit there, and they finally let me buy them out. The aircraft and I are based at Jeffco (KBJC) in Broomfield, CO. I am really looking forward to taking a flight in this aircraft, as I've owned half of it for 2.5 years and have never flown it. I've seen those in the group who have been, or are in partnerships, however the whole mess surrounding this one has made such an idea in the future somewhat unpalatable. I missed the messy partnership story. Could you provide a brief recap - hitting the high ...or low points? Thanks. Also, you convinced your (plural) partner(s) to sell. And (they) agreed. - yet you owned half of the plane? How many partners were there? Did you end up getting stuck for half of the fixed costs? Hope *your* (singular) plane gets flying again - soon! Montblack |
#10
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The aircraft and I are based
at Jeffco (KBJC) in Broomfield, CO. I am really looking forward to taking a flight in this aircraft, as I've owned half of it for 2.5 years and have never flown it. I've seen those in the group who have been, or are in partnerships, however the whole mess surrounding this one has made such an idea in the future somewhat unpalatable. I missed the messy partnership story. Could you provide a brief recap - hitting the high ...or low points? Thanks. Also, you convinced your (plural) partner(s) to sell. And (they) agreed. - yet you owned half of the plane? How many partners were there? Did you end up getting stuck for half of the fixed costs? Well, the story, even in short form is pretty long because of the time and people involved, but the short version that explains one of the main reasons is as follows. I setup a company for the sole purpose of owning the aircraft. I was a 50% shareholder, with the remaining 50% divided up equally among three other parties. One party worked for a Part 135 operation, the other was a multi-engine-Instructor rated pilot and A&P, with the third being my former instructor for my PP-ASEL. From a corporation standpoint, I was the president and secretary (since I knew what to do with the paperwork, etc.) with the other three being the VP of operations, VP of maintenance, and VP of instruction respectively. Overall I thought that together we put together a pretty good mix and had all our bases covered. The problem came when the VP of maintenance started the annual. It took forever, with many promises as to when it would get done and it never getting finished. My problem was that since the company was more or less 50/50 (did I mention the fact that the VP of maintenance is married to the VP of instruction, who is the daughter of the VP of operations?). Anytime I'd try and get something done, it was countered by the other three (usually with promises of "You don't need to do that, we'll get the annual done"). After trying this for two years, I finally got fed up and had a maintenance shop on the field begin an annual. In my mind, it was coming out of my pocket, so it shouldn't have been an issue, and all would benefit. It was not viewed this way by the other three who called the mechanic and ordered him to stop immediately. The shop didn't want to get involved and so stopped working on the airplane. I called a meeting to discuss and was again promised two weeks to complete the aircraft by the VP of maintenance. Well, two weeks passed and while there was more work done on the airplane, it wasn't completed (and to this day hasn't been), and it took the rest of the summer to work on getting everyone's agreement to buy them out. There is alot of detail missing from this brief explanation, but if anything is to be learned by others from my experience, is to never leave a partnership/corporation in a state where there could be a deadlock. I always figured that to get something done, I'd only need to have one other person agree with me and we'd have the vote to do so. Or conversely I figured if the other three were in agreement, that I should concede based on their additional experience compared to my own in such things. Well, such is life and now I know better. -- Louis L. Perley III N46000 - C152 N370 - PA-23-250 |
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