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#21
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"Tim Long" wrote in message ... Our 140 is coming up on 1600 hrs TBO. I know that some may say sell the plane and buy a 180, but we have a plane whose condition we know In a plane like a Cherokee the engine is the number one point of concern- by the time you've overhauled or done an engine swap you no longer have "a plane whose condition you know" in one very significant sense. You may, however, have a warranty, for a few years anyway. avionics than most and would hate to do the new buy thing and then spend a lot extra getting the plane's condition up to that of our current one. Easily avoided: there are guys like you out there selling above-average PA-28-180s etc. trading up to even bigger faster planes. The higher up the totem pole you go the more likely you'll find one with the goodies you want. -cwk. |
#22
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On Sat, 08 Jan 2005 20:43:01 GMT, "Colin W Kingsbury"
wrote: "Tim Long" wrote in message ... Our 140 is coming up on 1600 hrs TBO. I know that some may say sell the plane and buy a 180, but we have a plane whose condition we know In a plane like a Cherokee the engine is the number one point of concern- by the time you've overhauled or done an engine swap you no longer have "a plane whose condition you know" in one very significant sense. You may, however, have a warranty, for a few years anyway. As I recall changing the engine to a 180 HP does not make the 140 a 180 as I believe the fuselage on the 140 is shorter. avionics than most and would hate to do the new buy thing and then spend a lot extra getting the plane's condition up to that of our current one. Spend a lot. That way the next guy saves a lot. :-)) Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com Easily avoided: there are guys like you out there selling above-average PA-28-180s etc. trading up to even bigger faster planes. The higher up the totem pole you go the more likely you'll find one with the goodies you want. -cwk. |
#23
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#24
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Roger wrote:
: As I recall changing the engine to a 180 HP does not make the 140 a : 180 as I believe the fuselage on the 140 is shorter. That's partially true. The 140/180 in general doesn't get you the updated cowling or the third window (so it's like an older -180). It also doesn't give you a baggage compartment or real back seats. We got a field approval to put a baggage floor behind the rear seats in ours, but haven't actually done the modification yet. The rear seats are the horribly uncomfortable plywood slab jumpseats. A buddy of mine has a '65 -150 (same as a 'C' model 180 but with an 0-320) with a baggage floor and bench seat in the rear. The PA28 airframe didn't get any longer until about '73 when the 180 was briefly called a "Challenger." IIRC. There are lots of -180s without the stretched fuselage. Fortunately I never ride back there, so I don't care... The other thing it doesn't do is give you legally much more weight increase. Our -140 was 2150 gross. With the 180, it's 2200 T.O., 2150 landing. Oh, and for speed comparisons, I plan for 115 kts TAS and pretty much get it in still air at reasonable altitudes and loading. At 6000' DA, 65% power, I'll get 130-135 mph TAS depending on weight and CG. Loading doesn't seem to affect climb rate much at all until you get over a certain point where it kill it. From my 2100 MSL airport, it'll do between 800-600 fpm no matter if it's just me or am full with three people and full fuel on board. Much more than that, and it's a pucker. -Cory -- ************************************************** *********************** * Cory Papenfuss * * Electrical Engineering candidate Ph.D. graduate student * * Virginia Polytechnic Institute and State University * ************************************************** *********************** |
#25
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Aaron Coolidge wrote:
xyzzy wrote: : Aaron Coolidge wrote: : I'd be happy to arrange a demonstration if anyone's in the area. : Where's "the area"? Southeastern Massachusetts. drat |
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