Tuesday, July 22, 2008
Unfortunately this new instructor is more expensive but it looks like he is worth every penny. He is a class 1 instructor with tons of cherokee time.
First flight with him was ok but given the new instructor I was really nervous and didn't put on my 'A Game'. It is really awkward flying with someone new, especially with a differant personality type than what you are used to. Differant people have different expectations and that makes for a very intimidating environment.
Today being my second flight (I was supposed to fly Friday but we had to cancel due to weather) was much more relaxed and comfortable. It is amazing the different perspective another person could provide. Runway 07 at springwater has always sort of been the bane of my existence. No matter what I did I could not beat this landing into submission. Today after a few circuits and plenty of pointers things started making sense. I was no longer hacking away at the controls trying to slam the airplane in the ground in some sort of controlled method, but am now planning a head and keeping everything tighter. My new instructor seems to be overall happy with my general level of skill but is pushing me for more.
Now please don't think that this was any inadequacy on my old instructors part, he provided a solid foundation to build on and I do look to him as a mentor of sorts. He recently got hired at Porter airlines and will be back in Southern Ontario more frequently. Hopefully I will get to fly with him again.
I am really excited about my new instructor. It seems like I will finally finish off my license, I am getting ready to write my TC exam, I re-wrote my PSTAR (my old one expired with my medical) and I have my medical exam scheduled for tomorrow. I just have to get all my ducks in a row and I can see the finish line a head of me.
I have flights scheduled every Tuesday and Friday and will schedule more as frequently I can. I dont want to jinx it, but I may actually be able to finish this damn thing!
I will try to update this more often. Stay tuned!
Niss "I Got My Fingers Crossed!" Feiner
Monday, June 23, 2008
Well it is time to outline the plight of our aviator/aircraft owner. C-FUBC is out of annual and ready to soar with the eagles!
Keeping in spirit of my blog I will post what work was done on UBC just as a snippet of information for the would be aircraft owner.
This has not been the most expensive annual and has not been my cheapest. It has certainly been the most enlightening. This time round was far more comprehensive with my mechanic as he took the time to go over everything and give me his opinion of what needed to be done, what I can do, and what can be deffered.
Work Report for Piper Cherokee 130 S/N: 28-21375 C-FUBC
Airframe: Tach Time: 2370.77 Hobs time 2404.4 TTSN 5728.8
Engine: TSN: 4768.6 TSO: 1954.8
Propeller: TSN: 1141.2 TSO: 0.0
- Total Time Since New Hours 5728.8 hrs.
- Emergency locator transmitter Model found installed. AC Model E-01 S/N 030496 Next recertification is due May 2009. replace
Battery: Due May 2010*
- External ELT location placard installed.
- All required placards per the Type Certificate TData Sheets and Pilots Operating Handbook found installed.
- Researched Airworthiness Directives to date from Transport
(CAWIS) Dated May 16, 2008 up to AD2006-03-08. Canada
- Compass Swing Record: (*On Actual sheet but removed from this post)
- Tachometer Accuracy (A/C Tach. Eng: 1700 / 2000, Master Digital Tach. 1710/2000).
- Fire Extuingisher installed. Flag model. ABC-025 S/N 118053C Recertified.
- First Aid Kit found installed that conforms to CARS 602.60 AWMs 624.39.
- 100 Hour inspection / Annual inspection of the complete airplane is maintained in accordance with CAR’s 625, Appendix B, Part 1 and Appndix C as applicable. Piper Inspection Sheet is Used as A guide only.
Airframe Work Completed
- Found vertical play in engine throttle. Found throttle cable loose at dash. Tightened nut.
- Serviced landing gear oleos.
- Lubricated landing gear and all components.
- Topped up air in tires: 24psi.
- Battery Box had corrosion in it. Removed all and painted with battery box black paint.
- Cabin Door Pins loose. Installed new door pins. P/N MS20492-3C13 X2
- Red Oil Stain from parking brake. Found to be old. System is not leaking.
- Cabin Vent Bracket at pilot feet broken. Repaired with new rivets. P/N CR32123-4-1 X2
- Vacuum and Regulator filters replaced. P/N RAD9-18-1 X1, P/N RAB3-5-1 X1.
- Some rust on nut of antenna in tail. Removed rust.
- Bracket that holds brake line on right side is loose. Tightened bolt.
- Small play in right aileron rod end bearing. Checked serviceable. Need to check at next annual.
- Removed dead bird in tail section.
- Rudder horn rust forming on it. Removed all rust and painted with epoxy primer gray.
- Trim drum for elevator has loose bushing. Replaced. P/N 450-413 X1.
- Lubricate all cables and pulleys and pivoting points.
- Cleande electric pump screen.
- Cleaned fuel bowl. Installed new gasket. P/N 462.049 X1.
- Drained Carb and found no water. Lockwired plug back in.
Engine Specific Work Completed
- Oil leak from rocker cover #3. Replaced new gasket.
- Installed new engine air filter. P/N BA3 X1.
- Removed engine oil and oil screen. Checked for metal. None found. Put 7 quarts of W100 in. Owner supplied 5. Oil W100 X7.
- Couple of teeth on ring gear in rough shape. Filed sharp edges off.
- Missing fastener on engine baffle. Installed new bolt.
- Checked mag timing. All is ok.
- Upper Exhaust clamp is close to rudder rod for steering. Adjusted clamp so it isn’t near steering rod.
- Rocker covers removed for 400hrs inspection. Reccomended by piper and because engine is going “on condition”. All checked and new gaskets installed. P/N SL75906 X4.
- Put Lycoming engine additive in.
- Compression test cold #
1 75/80 #2 72/80# 3 75/80 #4 72/80.
- Vacuum pump bolt a little loose. Tightened as required.
- Mag timing checked ok.
- Engine hoses checked ok at this point in time.
Propeller Specific Work Completed
- Prop sent to Leavens for 5 year corrosion inspection. Installed propeller. Torqued to specs in MM and lockwired bolts. Work Order #81-0113.
Recurring Airworthiness Directive Compliance Work Completed
AD69-22-02 Failure of control wheel – c/w using AD. No defects found. Next inspection due June 2009.
AD70-16-05 Cracks in muffler – C/w using AD. No Defects found. Next inspection due June 2009.
AD95-26-13R1A Oil Cooler Hose Ruptures – C/W using AD. No defects found. Next Inspection June 2009.
AD CP90-03R2 Exhaust type cabin heater –C/W using AD. No defects found. Next inspection Due June 2000.
Lycoming O-320-E2AS/N L-15941-27A is “ON CONDITION”
- Compression test needs to be done every 25 hrs.
- Run Engine to see if pulls full RPM every 25 hrs.
- Oil and filter needs to be changed every 50 hrs.
- Pilots need to notify mechanics on oil consumption.
- Oil analysis done yearly. Start of the year and at end of the year to see if there is much difference.
I have not received the detailed invoice yet but will certainly update you with the costs of this annual.
A few things I wanted to mention with this one. This time round my mechanic made me a snag list that we went through. He started by asking how I wanted the annual conducted; in accordance with Transport
Par example: Piper recommends that the oil hoses be replaced every 5 years whether physically required or not. Well my hoses are considerably older then the 5 year recommendation but are still quite serviceable. There for we decided that we would note Pipers recommendation and consider replacing the hoses next year. I still have a safe a/c but can anticipate replacing said hoses.
Another issue is the overall time of the engine. TBO (Time Before Overhaul) on my engine is 2000 hrs and at 1954.8hrs it is getting close. The term “On Condition” only really applies to commercial aircraft in
I also change the oil every 25hrs, which is more frequently then recommended.
There is also the issue of corrosion. The paint is flaking off in some areas and I need to get out to the airport sometime to give it a touch up. The skin is Aluminum so oxidization on that isn’t so much the concern. However there are a few steel parts that attach to the aluminum (ie. Brackets, step, etc.). These need to be properly protected against the elements. I anticipate bringing the camera with me and document my beautification process.
Worth noting in this blog is the issue coming up in February regarding the ELTs. I am tired from typing everything so I think I will add this in another entry soon.
All in all I am looking at about $3100.00 for this annual between my partner and myself. Not too bad. Atleast it wasn’t a surprise!On a very happy note.....I FINALLY WENT FLYING! After over a year of being on the ground with my eyes aimed skywart I finally got to punch a hole in the sky! I went up with a pilot buddy of mine. We got some gas at CNB9 (Lake Simcoe regional) and did a lap there. He flew us there, I flew 1 circuit, and home. I came in a high and hot but the oleos didn't shoot through the top of the wing and I am typing so it wasnt too bad. Trust me there is much more to come! Awesomeniss.
Thursday, April 10, 2008
So please ensure that your tray table is up and your seats are in their upright and locked position.
Thursday, June 07, 2007
Wednesday, May 30, 2007
AIRFRAME WORK COMPLETED
-Found main tires to be in bad shape. Installed new main tires and tubes. (Tire 6.00X6X6TT Air Hawk QTY 2, Tube 6.00X6 Tube QTY 2)
-Installed new instrument and vacuum filters. (Instrument RA-D9-18-1 QTY 1, Vacuum RA-B3-5-1 QTY 1)
-Brake linings worn. Installed new linings. (Brake lining RA-66-106 QTY 4, Rivet RA105-00200 QTY 8)
-Nut on nose landing gear in poor shape. Replaced with new. (Nut 404 101 QTY 1)
-Cowl screws all rusted and stripped. Installed new ones. (Screw AN32R10 QTY 45)
ENGINE SPECIFIC WORK COMPLETED
-Engine compression test, hot: #1 70/80, #2 75/80, #3 70/80 #4 72/80.
-Removed Oil Filter and checked for metal contaminates. Non found, installed new filter (Filter CH48103-1 QTY 1)
-Drained engine oil and replentished with 7 U.S. Quarts of Aeroshell W100.
-Altenator belt in bad shape replaced with new. (Belt 37B19774-341 QTY 1)
-Spark plugs in bad shape. Replaced all with new. (Spark Plug REM40E QTY 8)
-Found rocker cover gaskets leaking. Installed all new ones. (Gasket SL75906 QTY 4)
- All Engine hoses checked and are servicable until next inspection.
Every annual (and now every 25hrs) the cylinders get checked for compression. The best I understand (and anyone can correct me on this) is that they fill the cylinders with 80 pounds of air and see how much it will hold within a set amount of time. So from what I understand the #3 cylinder leaked 10pounds of air, but that is still quite good. The reason we need to do a compression test every 25 hours is because the engine is "on condition" this term realistically from a legal standpoint only extends to commercial operation but on a private level just means that the engine should be watched after extra hard. The Lycoming engines go on condition after the TBO (Time before overhaul) in this case 2000 hrs, or 12 years after manufacture. These engines are known to run easily run into the 3000 hrs and are done quite often, but its just Lycomings way of telling you if you dont overhaul the engine they have nothing to do with it if your plane falls out of the sky. Now everyone should baby the engine anyway but when on condition you have to be extra careful. Think of it as your grandma. Your grandma may be one of those extreme fit ladies who are still jogging and going crazy at her old age, but she still better go in for more frequent check ups to make sure that hip isn't gunning to snap on her.
On my annual report it says:
Lycoming O-320-E2A S/N :-15941-27A is going "ON CONDITION" as of this annual. -Compression test needs to be done every 25 hrs. -Run engine to see if it pulls full rpm, every 25 hrs. -Oil and filter needs to be changed every 50 hrs. -Pilots need to notify mechanics on oil consumption.
So you can see that the mechanic is reccomending increased inspections to ensure proper care of the engine and that way if anything starts to go we can catch it before it becomes a catastrophic failure. I allready do regular oil changes every 25 hours, but during that I do not change the filter. The reason being is that it isn't like a regular car filter cartridge. On this particular engine it is a filter screen in the oil sump area. You have to be a licensed mechanic to pull this. So I plan on doing my oil change every 25hrs and every 50hrs have the mechanic pull the screen while I have it drained.
On the annual they also go through Airworthiness Directives (ADs) that get issued by the manufacturer. Basically these are reocurring potential problems that are checked at each Annual (or 100hr) inspection to make sure that it isn't just waiting to fail.
From my inspection report
RECURRING AIRWORTHINESS DIRECTIVE COMPLIANCE WORK COMPLETED
-AD 69-22-02 Failure of control wheel - C/W using AD. No defects found. Next inspection due April 08 or at 5824.2.
-AD 70-16-05 Cracks in muffler -C/W using AD. No defects found. Next inspection due April 08 or at 5824.2
-AD 95-26-13R1A Oil cooler hose ruptures - C/W using AD. No defects found. Next inspection due April 08 or at 5824.2.
-AD CF90-03R2 Exhaust type cabin heater - C/W using AD. No defects found. Next inspection due April 08 or at 5824.2.
The last one and the second is an important point. Many GA cabin heaters are a heat exchanger shroudes that go around the muffler. When the cabin heat vent is opened, air goes through the heat exchanger shroud heating up the air with the heat from the muffler and going into the cabain. Quite an effective and efficient way of heating the cabin. Unfortunately these systems are known to crack and introduce CO (Carbon Monoxide) into the cockpit. CO being a colourless, odourless, poisonus gas is quite dangerous and is created by incomplete combustion. This gas will cause drowsiness, eratic behaviour, eventually loss of conciousness, and eventually death. Many a pilot has succomed to CO and fallen asleep with the a/c making its way to Terra Firma. This is exactly why we have littl CO detectors in the aircraft. These CO detectors are to be replaced every 18 months, but I think I will do it every annual, just to be sure.
Well that ends this entry. I apologise for the length but I thought if anyone actually cares they might find this interesting.
Untill next time, keep on rocking in the free world.