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1. thought would share my recent experience getting the oscillations out of my Piper Autocontrol IIIB via adjustments only Problems 1 The autopilot activated in heading or VOR track mode would cause the plane to continuously roll back and forth between 8 degree banks The overall direction was maintained but the plane was oscillating 2 The autopilot would overshoot when turning to a new heading set by moving the heading bug while in heading track mode There was over 10 degrees of overshoot followed by the usual oscillations about the new heading 3 During autopilot controlled turns the bank was excessive reaching 28 to 30 degrees The Expert Advice When the experts at Autopilots Central heard the description of the problem they suggested autopilot adjustments should make before considering equipment external to the autopilot control head In fact they guessed correctly that after adjustments the oscillation would be gone The biggest indicator they picked up on was the amount of bank in turns The bank angle during a autopilot heading controlled turn should be approximately 20 degrees not the 28 30 degrees was experiencing Making the Adjustments The adjustments required access to 4 potentiometers located on the front of the autopilot behind the faceplate Removal of the faceplate required two tools One Allan wrench to first remove the roll knob and a small screwdriver for the faceplate screws The r
2. did the same for the other gear and found the same condition which also corrected With the plane back together took it on a flight yesterday and found that there was no tendency for the plane to shimmy and what thought was nose gear shimmy turned out to be caused by the main gear flew the plane again today and tried landing fast as well as slow and you couldn t get a shimmy if you wanted it and Had a problem with the left main gear shimmy My shimmy would come and go When had my annual done told them to really check the left main gear They said all was fine the IA flew over to my airport to pick me up and we fly back to his airport On landing at his airport there was the shimmy We check the torque links and sure enough they had lots of play order the shims called for in the parts manual and when they came in went to put them in only to find no play Flew the plane a few for hours and there was play again did not seem to matter weather it was hot or cold the play came and went wrote Piper about it only to have them give me the name of a Piper dealer was concern about putting stress on the hosing since it is cast type My guess is that all the cracked housing you here about on the cast type are caused by not properly shimmed and over tightened bolts finally installed two 002 shims in the top and bottom when it was lose and have not had any more problems and Replacemnt of the shimmy da
3. Removing the exhaust system is part of an annual You most likely have a crossover system if so check it carefully for broken internal baffles and that the end cap in the internal baffle is intact Use blo proof gaskets with anti sieze compound and the fiber wheel bearing in the slip joints It ll be messsy after you start it up but cleaning after it cools donw will stay that way after words Tighten all parts in sequence Check Muffler For Loose Baffles Take that muffler off and check it out We had an exaust pipe split and burn a hole in the carb heat muff during a 15 min flight After we took off the old pipe and ordered a new one we decided to take off the muffler and check it Had a loose chunk of steel rattleing around in the muffler and a solid piece blocking about half of the opening to the tail pipe Replacing the exaust pipe without thoroughly checking the muffler would have caused the same exaust problem all over again To say nothing of maybe burning a valve loss of some power and so on Bad things could have happened Electric Fuel Pump Troubleshooting 1 If pump is making noise clicking and no fuel then start by removing the housing end and cleaning the fuel filter 2 If no pump noise with the pump switch on measure the hot terminal on the fuel pump to the frame with a multimeter and see if you have a nominal 12 volts If no voltage there s a wiring breaker switch problem 3 If no pump voltage then with all s
4. 2 minutes to do each side Brake bleeding brakes I ve tried just about every method and have found the following works best for me and it only requires 1 person put clear plastic tubing on the bleed valves of each main brake wheel cylinder put other ends of these tubes in the brake fluid reservoir draping the hose up over the top of the engine cowling so you will be able to see the tube content from pilot s seat make sure the reservoir is near full crack open both wheel cyl bleed values climb in and begin pumping each toe brake while watching the content of the tubing for fluid While pumping you will see fluid with air bubbles move toward the reservoir Of course when they reach the reservoir they will float to the top and into the surrounding air periodically pump the hand brake also after a while jump out and add fluid to the reservoir jump back in and continue pumping toe brakes and hand brake until no more bubbles are seen in tubing jump out and close both wheel cyl bleed valves Shoulder harnesses A while back put Piper retractable shoulder belts in my 1965 180C got the complete kit from Wentworth for about 600 Doublers had to be intalled in the roof behind the front seats for the retractor hardwhare When finished it was exactly like original equipment for the later model cherokees The installation took about 8 hours Paper work required about 3 4 hours of hastle for my Al get the paper wo
5. 2004 0785 purchased the trim barrel from Mc Farlane 58 00 www mcfarlane aviation com bushings from Piper Yes Piper 1 09 ea you need two they should have the washers also The machined 1 2 13 screw is 4130 steel running against the aluminum barrel My jack screw was like new fit with the new barrel June 9 2004 6088 had to remove my stabilator for my last 100 hour and replace the bearings on both sides To do this had to remove the barrel secured the windings with a wire tie around both trim cables got it as close to the barrel as could and really tight Worked like a charm Nosewheel Shimmy Causes Most probable culprit is the shimmy damper replace the O rings and re service Other things to consider both main and nose wheel sissors bolts and bushings all wheel bearing preloads Warped brake disks Wheel alignment rudder control cable tension and the nosewheel strut bearings Pretty much in that order Rebuilding Shimmy Dampner I ve found can rebuild mine Here s the procedure put together to do it Shimmy Dampener Rebuild Procedure Nose wheel shimmy dampener Piper part number PS 50152 7 Cleveland Wheels amp Brakes Aircraft Wheels amp Brake Division Parker Hannifin Corp Akron Ohio 44011 Cleveland Model NR 15 10 Ser Nr 200 Manufactured 04 90 O rings used for rebuild MS28775 112 qty 2 use Spruce AN6227B 10 MS28775 008 qty 1 use Spruce AN6227B 3 MS28775 210 qty 1
6. 50 for a set of two which includes the installation instructions Shipping costs are included for either set Until we get the parts on the website and if you find you need the hardware you will need to call in the order at 405 755 2151 Yoke Universal Replacement removing taper pin replaced mine a few months ago actually swaped pilot and copilot u joints less slack in copilot side Anyway after working all afternoon trying to hammer that thing out and fabricating a tool simular to a motorcycle chain breaker which did not work my A P walked over and handed me an air chisel with a blunt attachment and it popped out in seconds Where was he 6 hours ago A word of caution each u joint is custom fit The copilot u on the pilot side was fine but the pilot u on the copilot side when tightened would lock the yoke ie real stiff ailerons Had to pull that one back off and trim the length on the sprocket side Air chisel was THE trick Lubricating Aileron Hinges Don t lube the aileron hinges if they have a teflon insert Some do some don t You can easily tell by inspecting the hinge the teflon insert is noticeable Repairing Leaky Compass You are performing an illegal maint function that everbody does In other words keep it to yourself and above all do not put anything in log book According to the FAA it requires an instrument shop to do this Aint that a b h Now to fix it You have a ruptured diaphram and it is leaking They last a
7. Service Bulletin 1131 My Serial is on the list and it looks like every PA 28 before the Warrior III one Warrior Ill serial isd affected see below amp Archer Ill is on the list The Warrior amp Archer Ills had forged rather than cast main strut cylinders and are exempt By the way if yours are cracked and need to be replaced that will remove your plane from the list and if your main strut cylinders have been replaced with forged in the past it is also exempt The aircraft affected are Model Serial 140 28 20001 thru 28 7725290 150 160 28 1 thru 28 4377 and 28 1760A 151 Warrior 28 7415001 thru 28 7715314 161 Warriorll 28 7716001 thru 2816109 161 Warriorlll 2816110 161 Cadet 2884001 thru 2841365 180 28 3 thru 28 7205318 180 Archer 28 E13 28 7305001 thru 28 7505259 235 Pathfinder28 10001 thru 28 7710089 amp 28 E11 260 Six 32 1 thru 32 7800008 The gist of the SB is that aircraft with cast rather than forged main strut cylinders might have cracks in torque link attach lugs The inspection procedure calls for removal of the strut fairing and removal of the paint around the attach lugs inspect visually with a 10X power magnifying glass If no visible crack liquid penetrant per AC43 13 1B must be performed If crack is found by either inspection method the strut cylinder s must be replaced before flight with forged cylinders If no cracks are found it becomes a 100 hour repetitive inspection For most that might mean an addi
8. anything but flexible and my original fuel vent hoses had completely decayed That s why occasionally smelled fuel in the cabin especially when the tanks were full But not any more since replaced the vent hoses Sure gives me peace of mind to have complied with SB1006 Good luck Engine Hesitates When Throttle Advanced your problem is in the idle circuit in the carburetor There are three holes along one wall of the throat close to where the butterfly closes All three must be clean and you probably have an obstruction in one or more of them These holes provide gas until about 1400 RPM when the main jet takes over If you have the passages to them cleaned out your hesitation will disappear Noise Insulation PepBoys has a roll of insulation for about 20 doubled it with the foil facing out and the other facing in yes it is FAR A amp B approved used it all around the cabin even in the roof we can talk without headphones Spark Plug Washers did a little research in my Light Plane Maintenance library and found that the rounded side should be towards the spark plug as during torque crush the rounded side will conform to the underside of the spark plug The underside of the spark plug has a 2 degree angle to provide a controlled crush of the gasket The side towards the plug will actually become concaved as it conforms to the 2 deg angle of the plug Setting the rounded side of the gasket towards the plug renders the
9. bout 8 inches long on the left rear engine area they crystalize with age and leak break but seeps fuel when the pump is turned on When the engine is on the fuel evaporates and blows out the bottom so you might not notice it as much unless your on the ground and thats when you ll smell some raw fuel With the engine off turn on the fuel pump and check just in front of the fuel strainer are for fuel that should find it Replacing Fuel Valve O Ring Fuel Selector Sounds like the o ring to me too It is either a 011 or 012 but go to a bearing and seal business and request a viton of each size They ll hold up much better than the Buna N ones you ll get at the hardware or plumbing shops Fuel Selector Valve Rebuild had the same problem The shop rebuilt the fuel selector valve and there has been no smell since The parts were listed on the shop order as MS29513 011 Seal MS29513 018 O Ring They apparently used one of each for a total of 95 cents for the parts and 227 for 3 5 hours of labor The tanks apparently had to be drained which guess accounted for a lot of the time Lubration for Use in Fuel Systems August 13 2004 4142 Apparently Fuelube has been discontinued but fortunately there is a substitute called EZ turn which is available from Spruce and Wick s It is resistant to petroleum and is supposed to be equivalent to Fuelube Draining Fuel from Tanks If you use the quick drains be sure to electrically connect your a
10. its rubber mounted bracket that a little oil will be sucked out and what is dripping is the oil remaining in the breather after being sucked out during flight checked my breather and while it was vented and the vents were unobstructed it had slipped downward and was protruding from the bottom of the fuselage into the slip stream a little It was raised and the clamp re tightened My oil consumption decreased and no more little puddles of oil Valve Lifter Bleed Down Lifter bleed down clearance is easy to check with straight valve Lycoming and a little more tedious with angle head Since most of us fly straight valve there are two methods The first one as the book recommends and it s a very brief explanation is to have the cylinder on TDC and simply remove the rocker arm push rod and tube Remove the lifter and bleed all the oil out of it and clean it while at it Reassemble and check the clearance with a feeler gauge like any other rocker arm Lycomings require a minimum of 028 and max of 080 320s like 050 008 and 360s like 060 008 The trick is to keep then all identical If the engine is tired and ready for OH let it fall within the min max If that is not the case and there is also a performance issue then keep them close The 050 060 is near the max scale Remember that the lifter was designed in the mid 30s for a side valve water cooled engine of low compression We use OHV expands all over the place and poor cooli
11. less than than 15 00 As you can imagine he wouldn t discuss the situation between the two but passed along some great information It seems that Gates has been developing a new belt that will last ten times as long as the belt in question and meets exactly the same specs as the belt called out for the Cherokees ask if he would send me the engineering data on the new belt and he was happy to as long as agreed to keep it confidential which assured him would Upon receiving the data and one of the new belts must admit as an engineer was impressed So much submitted a 337 to the FAA for approval for installing it on my 180 just received a call from the FAA stating that my 337 for the new belt has been approved for installation of the new belt on my plane The only stipulation that the FAA Aircraft Certification Office made was that each installation will need a field approval What this means is you can now have a new and superior alternator belt for your plane at a fraction of the cost of the original The only stipulation being you will need to have your mechanic submit a 337 for field approval to install the new belt using my 337 as substantiation As a Christmas gift will be happy to provide anyone who wishes a copy of the FAA Field approval 337 for installation of the new belt All need is for you to send a self addressed stamped envelope to Aircraft door seals 7100 NW 63rd Street Hangar 1002 Bethany OK 73008 Merry Chri
12. paragragh above A third corrosion inspection area is the rear spar attach fittings inside the fusalage which is what Buddy is talking about It is spelled out in SB 977 and requires inspection holes be cut in the rear baggage floor these can be field fabricated insulation cut away and removed within 6 inches of the attach fittings side windows sealed if there is evidence of water leaks and drain holes drilled in the floor March 2 2004 8770 have a 140 also and you can inspect both sides of the rear spar area by lifting up the rear floor for the forward view and through the rear compartment access in the hat rack for the aft side If you check the bulletin for aircraft not needing the access holes installed all you have to do is drill two small holes one on each side of the aircraft to allow drainage of water in the area The bulletin gives you the measurements of the hole size and the correct location of where to put the holes Service Bulletin 1006 Mike the service bulletin deals with Spar inspection behind the fuel tanks due to exfoliation of the spar caps and corrosion in the surrounding structure It also deals with corrosion of the forward and aft wing attach fittings There have been cases that when the tanks were removed for inspection the spar caps were found so corroded the wings had to be replaced or repaired with new spars On the last 10 or so Cherokees that have inspected found only one that the wings were unairw
13. the plastic window as this could cause is to craze polymer term for going Opaque 4 Application of new weather strip used the piper weather strip from Aircraft Spruce This was chosen mostly because of limited access to other sources However it seems to be a really nice weather strip With a nice clean surface then took the adhesive Neoprene and dissolved it further in Toluene to make a medium viscosity liquid This was thin enough to be painted on with a brush found that straight from the tube the viscosity was so high that it just formed lumps and did not spread evenly on the surface It takes a little longer to go tack free but leaves a really nice thin film then coated a three foot section of the weather strip in the same way left this for 10 minuets to form a tack free surface then positioned the weather strip on the door starting on the underside and positioned the first 3 feet in place then coated then next three feet While this was drying spent the time pushing the first three feet onto the door to make sure there was good contact over the whole coated area repeated the process around the door until came to the start point Here just positioned the two ends of the weather strip on top of each other and cut through them with a sharp knife then applied adhesive to the two ends and they spliced together perfectly to give a seamless strip around the door Notes did not stretch the weather strip during ap
14. 4 on the other side 6 Fly the airplane in level flight at cruise noting proper loading and fuel There may be a slightly heavy left wing with the pilot only this is normal If it is excessive adjust the left flap down 1 2 turn and repeat If more that 2 turns of adjustment are needed then consult an A amp P to look for other items Set Ailerons before any adjustment from neutral are made to the flaps Aileron Rigging Check This will give you a hint as to how far out of rig you are There is a stop tool that should be manufactured to properly rig per the Manual 2 PERSON METHOD WITH FLAPS RIGGED NEUTRAL This accurately represents the position of the ailerons in flight and takes out any play in the cables 1 Set bottom of aileron with the bottom of the flap visually 2 While one person holds 1 aileron in place using upward pressure the other person applies upward pressure on the second aileron 3 Check the height of the Aileron with one held flush One of the following should be seen Proper Neutral Rig Both ailerons line up with the bottom of the flaps when upward pressure is applied Ailerons set to Low With one aileron lined up with the flap and upward pressure applied to both the opposite aileron is below the flap Aileron Set to high With one aileron lined up with the flap and upward pressure applied to both the other aileron is above the flap 4 Aileron should be flush If not have A amp P adjust ailerons p
15. 800 366 6462 44 00 plus 4 5 hours of tech time to R amp R re rig trim etc Works like new now Since this is in the tailcone suspect it may not have gotten adequate lubrication over the years plus weather exposure So this ll get lots of attention in the future Note The Piper service manual specifies rigging tension corrections for ambient temperature had to stick to my guns and convince my tech to follow the rigging procedure to the letter as he was of the mind that the airframe shrinking was greater than the cable shrinkage due to temp change thus wanted to set tension much higher than book This may also contribute to excessive wear but don t know for sure Just overlook the wives tales and go by the book is my view and April 18 2004 5929 We have a 180 that had similar conditions a few years ago We added the tail cone and jack screw cleaning and lube to the annual inspection This has eliminated the problem for us We were using a high and low temperture grease for the lubrication until recently when we switched understand that Aero lube and lubriplate are what is reccomended Slipping Elevator Trim First thing to check is lubrication of the jack screw this is probably the most likely culprit Second check the cable to be sure it is NOT lubricated it relies on friction to operate and if there is any lubrication on it you will get slippage don t know what would be the best thing to clean it with but us
16. Primer O Rings According to my notes from a previous post there are 2 o rings required MS29513 012 Rebuilding Primer recently had a problem with my fuel primer not working to make a long story short found out that it was the o rings on the fuel primer knob located the right ones the number is MS29513 012 you will need two of them and they are kinda expensive at a dollar apiece but man did not know that my fuel primer was suppose to work that well Lubrication A little Dow Corning silicone lube is fine Impervious to almost anything and doesn t contaminate Bleeding Brakes After spent the better part of a day trying to bleed my brakes using the gravity and pressure methods my A P showed me the FAST way For those with toe brakes SLIGHTLY loosen the 9 16 hose fitting that goes to the blue AN fitting at the top of your toe brake cylinder SLOWLY pull the hand brake handle until you get a little bubbling around the fitting When the bubbling stops and you get straight fluid release the handle Then SLOWLY depress the toe brake until you get no bubbles just fluid WITHOUT releasing pressure on the toe brake tighten the fitting if you release the pedal before tightening the fitting you let air back in Voila No air firm brakes Paper towels or shop rags will keep the fluid off your interior The key is slow and easy pressure or you ll have red fluid all over Don t forget to check your reservoir level Took about
17. acksrew in the tail is in need of service such as cleaning and lubricating If you clean and lubricate all the moving parts properly you will probably find your problem goes away If the problem is in the box you have a whole new ballgame since you need an experienced A amp P to work there doubt that is the case anyhow should just need the maintenance described Yes and the capstan has a cork like material on that clutch that can wear out causing slippage It could be that simple just had mine replaced along with the capstan itselfm whose grooves had become worn so the cable didn t run through properly Electric Trim Motor Turns But Not Drum July 8 2004 4444 You can replace the clutch facings There are a couple of adjustments Also make sure that jack screw is clean and lubricated correctly Too much lube and it collects dirt Stabilator Trim Barrel Replacement June 9 2004 0785 purchased the trim barrel from Mc Farlane the bushings from piper 1 09 ea can you believe The machining on the barrel is first class would not set up a lathe and milling machine to produce a 58 00 part my aircraft has 3350 TT the lower bushing was worn 030 the upper bushing 015 elongated from cable tension electric trim Interesting wrestling match wrapping the cable as specified by the shop manual used Lubriplate 105 for grease hopefully it will last another 35yrs with regular lubing Elevator Trim Barrel Parts August 27
18. ascolator on the left side should also be cleaned periodically again safety wire and another inexpensive gasket The lower cowl has to come off for that one Fuel Selector Getting Stiff Dismantle the selector put a tiny quantity of very fine grinding paste on the tapered plug and carefully lap it in Do not lubricate it this just washes off and leaves it worse than before The above method is described in a Piper SB My plane 65 Cherokee 180 was so stiff had to use both hands to turn it was present when my mechanic carried out the work The selector is velvet smooth two years later Be sure and get off all the grinding paste incidentally it only takes a couple of turns to lap in as the material is fairly soft brass and just did mine today You have to take the top off be careful not to drop the inner parts apply fuel lube grease very lightly to the plug valve the part shaped like a cone Also under the top piece there is an o ring grease it too Reassemble in the same position as removed It s not hard except getting under the panel am a big guy If you re smaller it should be easy Fuel selector valve At 2921 tach hrs my A amp P son and followed the instructions in the Piper Cherokee Service Manual Ch 9 sections 17 thru 23 and successfully svcd the fuel selector valve at the cost of 4 hrs labor and a few cents worth of valve grinding compound and an O ring or two can t imagine a certified shop having a problem re
19. assembling the valve Fuel Smell in Cabin to had a fuel smell found that the stem of my feul selector valve was leaking it needed a new o ring then greased the plug valve and o ring before assembly and had the same problem on my 1966 180 Turned out there was a leak in the left tank overflow line Not enough fuel was leaking to cause stains but enough to cause smell Pulled tank and replaced all hoses and smell went away And One other thing forgot to mention that if the fule bowl at the aux pump is leaking the smell will make its way into the cabin Check the washer and make sure the bowl is tight You will see a fuel stain if it has been leaking And was having a fuel smell in my 140 Had my AP check fuel selector no leak Turned out to be a leak in the line to the primer SB 1006 Fuel Vent Lines Air Ward http www airward com at Novato airport in northern California sells a very convenient kit to comply with Piper SB1006 The kit contains all the necessary hardware including the vent lines My mechanic and pulled my main tanks Cherokee 235 and did the service bulletin at my last annual The kit contains the Dinitrol compound that you paint on the wing spar behind the tanks and the structural stainless steel screws that attach the tank to the wing You d probably spend more money than the price of the kit assembling all the necessary hardware separately My flexible fuel hoses dating from 1969 were
20. bout ten yrs Rem compass disassemble and inst repair kit DO NOT TOUCH ADJ SCREWS Fill compass with fluid by immersing and get all bubbles out Put it back in airplane Now if your swing was OK to begin with it will be fine If you have to adj use a special brass non magnetic screw driver And Oh yeah the compass is req d to make acft legal Be certain sure you have a compass card in place too The whole job is very easy to do New Style Fuel Selector Shoulder Harnesses Piper has a kit for the fuel selector Cost is about 150 and will convert to the new style For the seat belts you will find that the retractable types are very expensive have a 69 Cherokee and changed the front ones to the non retractable Y type Got them from Aircraft Spruce and they cost about 235 each Plan on about 4 hours labor for each one Wag Aero and Kosola also have some STC d belts Improved 140 Fuel Selector Valve The Piper supplied fuel valve cost me 385 00 November 02 price plus approx 1 5 2 hrs install time Much improved valve smoother action with definite detents at all positions Unless your valve is free of internal scoring etc highly recommend the new valve New Style Fuel Selector Collar for Older Planes called the local Piper dealer and he sold me the kit for about 140 Easy install www kcac com if you can t find anything closer Brief Fuel Smell When Using Electric Fuel Pump there is a short flex line just a
21. d Reinstl totally dry and insert push rod Now you can check for clearance Push rods are of a fixed length and one must have the corrcst one in place A range of lengths are avail This is a MUST and correct clearance achieved Go no further until all eight valve train clearances are achieved Push rods may not be changed in length Suggest preoil before starting eng as lifters need oil to perform properly and Bled down they should 028 to 080 ideal 050 to 060 You need longer pushrods They re in the parts list Nose Scissors Bushings and Bolts Several chat members have requested the part numbers and have always been happy to help If you do not have access to this information you might like to write it down 6ea bushing P N 452 766 2ea bolt P N AN5 31A 1ea bolt P N AN5 20A The bushings are cheap and available from KCAC 1 800 475 5222 bolts are common aircraft ADLog Listing Of AD s recommend ADLog They provide a binder with a separate sheet for each AD along with a summary sheet of the ADs for your airplane As new ADs are issued they send you the new pages and usually get them before get the AD note from the feds The ADs are color coded red for recurring and green for one time and put into separate sections for those permanently complied with Each sheet has a sign off section for the AD sign offs so your A amp P can review the ADs very quickly There is a one time setup charge can t remember how much it was a
22. e sequence to align the pedals is not hard but it is involved You need to disconnect the nose steering rods from the bellcrank on top of the nose strut You then need to clamp a short piece of angle iron to the pedals which will keep them aligned during rigging Apply pressure to the center of the angle iron and have someone at the rudder verify the rudder is properly aligned If not the rudder cable turn barrels need to be adjusted accordingly Assuming the rudder is in alignment then all that is remaining is to adjust the rod end bearings until they are lined up with the nose gear bellcrank with the nose wheel straight This is a job for an A amp P mechanic but that is how you adjust the pedals and nose steering Oil Screen Needs to be Cleaned September 30 2004 1517 The oil pressure screen is located on the accessory case between the two magnetos It s in the housing with the oil temperature sensor It s held on by four screws You ll need a gasket about 0 99 from most places and 4 new lock washers You can take the wire off the sensor or just leave it on just don t dangle the screen housing by the wire The screen is inside the housing When you take it off it will make a mess Stuff an oil rag underneath it to capture as much oil as you can There s also a suction screen in the sump under a large hex head plug that faces the firewall It s safety wired on You ll need to re safety it and replace the washer underneath AN 900 16 The g
23. e that foam tape and throw it as far away from your plane as you can If I might make a suggestion which has worked for me on over a dozen windshield installations Remove all the adhesive tape and anything else that is around the windshield channel and support structure The windshield should be pre fitted to insure it will actually fit This is easily accomplished by fitting each windshield into position This may require sanding the windshield edges until you have a good flush fit all around When this is finished remove the windshields from the fuselage Using the Polyseamseal in a caulking gun fill the upper channel across the top of the fuselage with the Polyseamseal Run a heavy bead on the inside vertical retainer on the side of the fuselage Next run a double bead of the sealer around the retainer that is riveted to the glareshield and then run a heavy bead up the center post Install the windshield inplace making sure to have it firmly pushed back on the top and side until the sealant is forced out around the edges Next run a fillet bead around the exposed edges glareshield and up the center post Finally apply additional polyseamseal on top of the lower edge approximately the width of the lower trim piece and install the lower the lower trim Repeat the above for the other side With both windshields in place fill the center section with the polyseamseal making sure to seak all the edges before installing the center close out strip Clean
24. e to share an experience that hope will be helpful When restored my 180 two years ago replaced every nut and bolt and bushing in the nose strut balanced the tire and had an absolutely shimmy free airplane until recently suspected the shimmy may be caused by the shimmy damper and since had a answer for that serviced it and in my own mind the problem would be solved The next flight out the shimmy was still there and maybe worse concluded it must be the nose tire balance and since the tire was worn would just by a new tire and while at it install the new leak proof tube With that said and done when the new tire and tube arrived installed the new tire and tube balanced the tire made sure it had the propper pressure and reinstalled it with the confidence that the problem will be gone The next flight on landing didn t notice a shimmy and concluded the problem as suspected was the old tire Last week on landing the shimmy was back and worse rather than better did notice one thing out of the corner of my eye It appeared the left wheel paint was vibrating excessively This past weekend jacked the plane up and pulled the wheel pants and tires to inspect the gear During the inspection noticed a slight movement from side to side of the gear torque links not much but a little pulled the cotter pins from the upper and lower nuts and found could tighten them a couple of turns When did this there was no side movement of the gear
25. e took about 1 32 or so off both sides of the door with a Dremel tool then touched up the paint It now fits exactly and works great Check the fit of the door and binding of the door restraint arm at the bottom Replacing Door Weather Strip Replacing main door weather strip on PA28 180 1973 First would like to thank everyone for their help on this project have now successfully replaced the weather strip on the main door There is no longer water dripping on my wife and the noise level has dropped thought would just write down what did in case anyone missed previous discussions would also point out that am far from an expert and these are just my experiences 1 Removed the door The first thing is to remove the device the stops the door from blowing wide open This is achieved by remove of the single pivot screw that holds the stop to the airframe then pushed this into its fully retracted position and taped it to the underside of the door The door will now swing completely open Which is a good position for the next procedure which is removal of the hinge pins This was simply achieved by removing the cotter pins from the underside of the top and bottom hinge These should always be replaced with new ones as the metal is not designed for repeated flexing To actually take of the door it s best to have a second person to help One holds the door in place while the other pushes up the pins There might be wash
26. ed a clean rag with a little paint thinner Lube the jack screw not the cable barrel tighten the trim cable at the turn buckle Use a cable tension meter 10lbs or 1 according to the Sevrice CD Replacing tailcone jackscrew bushings Steve Norman replaced the bushings on mine He said it was a 2 man job One guy holds the cable from unwinding The other guy pulls the pin and inserts two new bushings and puts it back together think it only took 30 minutes Worn Trim Barrel and Bearings Just completed my annual on my 68 180 and found the same problem ususally do a lot of the work on my Cherokee with the blessing of my IA but this is somthing decided to take to the shop to be done The parts are not expensive and the shop has told me 2 hours is typical They quoted me about 400 00 including parts You need to be very careful becuase the barrell can be replaced without unwinding the cable However if you slip it turns into an ugly event and a lot of work Slipping Electric Trim Inside that box is an electric motor which turns in the direction commanded by the trim switch At the same time a solenoid is pulled in which applies pressure to the disc cluth on the top of the unit where you see the cable wrapping around If you have a lot of slippage it could be one ora couple of different things such as the clutch may be oily worn or out of adjustment the cabling going to the trim jackscrew in the tail may be binding or perhaps the j
27. er the Service Manual The manual will show him how to determine which one to adjust Cable play at different temperatures will change this slightly Piper Parts February 1 2004 5929 If you need to get any parts from Piper give Sandy a call and tell her your a cherokee club member and you will get a discount on parts See attached Rock Hill SC PIPER DEALER Sky Tech South 803 366 5108 888 386 3596 Parts Talk to Sandy McCray she 10 to 30 off parts for Club members Converting Rear Bench Seat to Buckets February 7 2004 4935 have done this mod in other piper aircraft You need the same parts as in the one which is similar to that one which has those seats and platform An IA will need to submit this to the FAA for a field approval Checking For Corrosion Corrosion needs to be an ongoing inspection Make sure you have the extra inspection access panels afforded by service bulletins don t have the numbers handy one think was in the 700 s and one in the 900 s The earlier one adds inspection panels to the bottom of the wing on the inboard rib box to gain access to the rear spar also to the main spar but the purported reason is the rear spar The later one is for inspection of the rear spar attach fittings and has you add inspection ports in the baggage compartment in a PA28 as recall In the Six that one is just an inspection as the rear attach fittings are under the center seat box SB1006 addresses spar corrosion wh
28. eral times the screen has been discussed and its was described as a fitting on the lower right side of the accessory housing have also referred to it as being there In reality it is actually located in the engine sump on the lower Right side of the engine It has a 3 4 hex head plug that has a copper crush gasket and is safety wired to the the case The screen should be pulled each time you change oil to inspect the screen for contamination or metal This screen picks up the larger particles in the oil as the oil is being drawn into the oil pickup tube by the oil pump The gasket crush washer P N is MS35769 21 or AN900 16 and is available from Wicks or Aircraft Spruce The crush washer is installed with the asbestos side towards the engine Turn CW the hex plug or flange until the sealing surfaces are in contact and then tighten 180 degrees further and safety wire Soundproofing Material May 19 2004 7650 Go to supersoundproofing org and check out their section on soundproofing small aircraft bought a 1 2 roll of the stuff and have been adding it as go to reduce cockpit noise Most effective was when put 1 2 of it under the carpet on the floor Haven t gotten around to doing the side panels and doors yet It s the same thing that spruce carrys spruce may be cheaper for small quantities though Nosegear Shimmy Caused by Main Landing Gear May 9 2004 7231 The problem of nose wheel shimmy keeps popping up from time to time would lik
29. ers in the hinge so make sure you note where they come from and collect them Once the pins are removed the door can be removed Note make sure you don t position the door so that the window or paint will get scratched put it on clean cardboard or a blanket 2 Removal of old weather strip This turned out to be really easy just grabbed one end of it and pulled it and off it came this might be why it leaked like a sieve It was not well stuck on and there was a lot of old adhesive on the door 3 Cleaning up the old adhesive This tasked proved more difficult than thought it would This was mostly do to the fact that am in France and it s difficult to get many of the products people talk about in this group However do work for 3M and they recommended that use Toluene as a solvent to remove the adhesive initially tried to removed it be mechanical means and this was very in effective The solvent worked like a charm applied a liberal coat to the side and left it to soak for 10 min then scraped the adhesive with a plastic scraper and it just came right off Rubbing the surface with a rag and some more Toluene finished the cleaning finished the preparation off with a last wipe over with Methanol Note If you use solvents like Toluene strongly recommend the use of an organic respirator the dust masks will do nothing to protect you also recommend that you are very careful to not allow any solvent to run onto
30. fill To do it properly you have to remove the valve stem from the outlet at top where you put air in Puta 1 4 inch ID hose on the the top and dip the other in a can of hyd fluid and exercise the strut up and down until you have no bubbles Then compress the strut and leave a 3 4 inch gap before it bottoms out If you loose the air the fluid will keep it from bottoming out metal to metal Strut Inflation system purchased a paintball cylinder and a stainless steel braided hose for it got the connector for the schrader valve on the strut from Spruce The paintball cylinder comes with a regulator fixed at about 800 psi The main wheel struts will need around 300 400 psi and the nose wheel about 100 150 installed a valve between the hose and the schrader connector and use this valve to puff the 800 psi into the strut This method duplicates the operation of a strut pump and you do not need to try to charge with a certain pressure setting Just puff and rock the wings until you get the proper strut extension This rig cost me about 110 and can be refilled for about 3 have used this method since about 1985 Of course then in my former life had access to all kinds of cylinders valves and gasses You might check ebay for cylinders may be able to get a better deal there just get a regulator capable of at least 500 psi The size of the cylinder is not critical just get one that is easy to tote around My cylinder is 47 cu in Piper
31. fted up and forward to remove much easier Crawling into Tail Section of Plane have been in my Cherokee 180 tail section fairly regularly on 100 hr inspections to check stabilator and rigging The skin obviously won t support your weight The stiffeners are also very fragile and apt to bend if you say put your knee on them The best is to get a sheet of ply wood or even a plank etc and lay it over several at a time and spread the load saw a stiffner which had been buckled it wasn t pretty and very difficult expensive to fix Checking Valve Clearance First off you MUST bleed down lifters find the only reliable way is to remove and disassemble lifter assy Easy to do on Lyc Drain all oil from lifter by twisting and rem plunger Suggest do one at a time as parts are mate fitted Reinstl totally dry and insert push rod Now you can check for clearance Push rods are of a fixed length and one must have the corrcst one in place A range of lengths are avail This is a MUST and correct clearance achieved Go no further until all eight valve train clearances are achieved Push rods may not be changed in length Suggest preoil before starting eng as lifters need oil to perform properly Bled down they should 028 to 080 ideal 050 to 060 You need longer pushrods They re in the parts list Exhaust Leaks at Joints at Muffler Remove them and reassemble with fibre wheel bearing grease It ll make a carbon seal Do not use stove pipe cement
32. g the SEM paint that was mentioned in a previos thread It is the highest quality product for this application It goes on easy dries VERY quickly and leaves the trim looking new Trim Jackscrew is Worn June 3 2004 5526 Eventually it will have to be rebuilt just did it and can say that the job wasn t that difficult You ll need a new trim barrel and 2 new bearings and possibly the shaft or screw Get the barrel and screw from these guys http Awww mcfarlane aviation com bought the aluminum barrel from Piper for 230 only to find out that McFarlane has it for around 70 The screw costs about the same but because it s steel opted not to replace it The brass bearings 2 and cotter pin can be purchased from Spruce Once you have the tailcone off you ll see how it all comes apart worked with my mechanic and had the new parts ready After cleaning it all up we were able to clamp the cable unwind and rewind it onto the new barrel and install the screw in about 1 5 hrs When done there should be no play in the jackscrew Be careful with the winding it must be very precise and by the book We did not have to adjust the cable tension Sluggish electric trim cold weather Cold weather can do that It usually means that the trim jackscrew in the tail needs cleaning and a new coat of lube Piper calls for a special low temp lube to keep the trim from getting sluggish in the cold don t have the mil spec handy but it is common
33. gasket more conducive to reshaping to mate with the plug Reuse of gaskets isn t recommend as it isn t likely the gasket s concaved surface will exactly mate with the plug again due to relative rotation of the gasket plug A reused gasket won t crush like a new one because the copper has becomed hardened If you anneal apply heat with a torch until the gasket is red hot the gasket can be reused Annealing provides stress relief of the copper rendering if soft again and thereby adaptable to a new crush I ve gotten where just always put new ones on bought a large box of them Electric Fuel Pump Rebuilding Service Contact Pifers Airmotive 1660 Airport Rd Waterford MI 48327 248 674 0909 or 800 878 0909 Fuel Dipstick We have a 1972 cherokee 180 A few years ago drained one of our tanks and refilled it slowly We only use this as a guide for approx fuel quanity Standing in front of the wing we lower the dip stick into the tank along the rear edge of the filler Hope this helps FUEL GAGE 1 5 GAL 2 9 GAL 3 12 GAL 4 15 GAL 5 18 GAL 6 21 GAL 7 24 GAL Here s the sounding table developed for my 79 archer put the stick straight down in the center of the opening Inches Gallons 1 6 2 8 5 3 12 4 14 5 18 6 21 7 23 Topped Off 24 5 OIL SUCTION SCREEN Many times the question regarding oil changes comes up and one that gets overlooked from time to time is the OIL SUCTION SCREEN Sev
34. gest that you keep a more suspicious lookout for carb ice took off this morning temp 11C dewpoint 8 There was visible moisture in the air about 20 miles in light haze Shortly after Leveling off at 2 000 feet and turning 2500 RPM in a 140 noticed after a few minutes that the tach was down to 2400 Instead of adding throttle applied Carb heat for about 30 seconds RPM dropped to 2300 and then when shut the heat off it returned to 2500 At no time did the engine run rough There was no sign of trouble This is actually quite common under these conditions I m at a small airport with virtually no ground delays so this all took place within about 5 minutes of starting the plane before it had time to warm up suspect that if had not applied heat the engine would eventually have warmed up enough to melt the ice anyway In other words NO PROBLEM would never have suspected that had encountered carb ice guess that the point I m trying to make is that we should consider carb heat to be a useful tool under normal circumstances not just an emergency device If you find yourself needing to make throttle adjustments for no apparent reason suspect carb ice as being at least equally as likely as the throttle slipping don t have a carb ice detector but suspect that anyone who does will be able to tell us that carb ice is NOT all that uncommon Left and Right Hand Rudder Pedals Not In Agreement May 18 2004 7231 Th
35. he bottom from the door stop attach point to just above the rounded lower rear corner of the door At the two points where the old and new seals meet marked them and cut the new seal at a 60 degree angle with the new seal at full thickness right up to the old seal After letting the door sit for 12 hours it is sealed tight No leakage at each point where the old and new meet Now the lower frame of the door is as it was and the areas of leakage are sealed tight should note that have not had problems on the bottom area where have left the old seal in and there is no way for water to enter there as the door lap sheds water away Sloppy Fitting Cherokee Doors July 4 2004 7231 Since we introduced the new doorseal the question keeps arising about the way the door fits or in some cases doesn t fit so well have yet to see a Cherokee that is a few years old that the door doesn t need new clevis pins and eyebolts This is very easy to check on your plane by just lifting up on the rear of the door If you have any movement up and down on the door you can pretty much conclude the clevis pins and eyebolts are worn The eyebolts are very easy to change out as are the clevis pins and cost is minimal Now for the commercial Do to many members requesting the clevis pins and Eyebolts have decided to stock them The clevis pin set is 5 80 which includes two pins the proper washers 6 two cotter pins and the installation drawing The eyebolts are 21
36. he drive end on the accessory case and pulling the cable from the housing Once you have the cable removed clean it real good with solvent or thinner Lay the cable on a bench or table and stretch it out straight Hold the square end firmly on the table and with your other hand see if you can rotate the drive end of the cable ccw or cw If you can twist it while holding the opposite end the cable is worn out and should be replaced Nearly ever town has a speedometer repair shop that makes tach cables Like here in Okla City a new cable is 16 00 Another tip on tach cables is if the needle is unsteady at idle jumps around its a sure bet the cable is worn out personally ran into this just today My tach needle has always been jumping around at idle but this morning it was occilating at cruise removed the cable and did the test just described and sure enough you could twist it back and forth went to the soeedometer shop and they made a new tach cable for me lubed it with a molybdenum grease and reinstalled it When started the engine it was rock steady throughout the entire RPM range Hole Finder This is a tip for those redoing interior panels A simple hole finder can be made up using two old or new hack saw blades First inset an aircraft rivet through one of the holes in the end of the hack saw blade The rivet should be a snug fit and stick through at least quarter of an inch Firmly but gently seat the rivet with a hammer so i
37. herokes and Arrows and found several ways of doing it ranging from a straight wire to a coil and a curly wire like a phone cord found that my problem was an out of calibration ammeter and once that was adjusted all is well was helped in my search by George from Lock Haven Air Parts who is a wealth of knowledge and told me how Piper had gone the cheap route Engine Hesitation Accelerating Through 1300 RPM My O360 A4A has always had that symptom I ve flown several other PA28s with A4A and A4M engines that exhibit a slight rough spot around 1300 rpm It has been explained to me that this range is where the carb is shifting from the idle circuit to the normal jet Sounds plausible The fact that I ve experienced this in so many other similar planes leads me to believe it s true Engine Stumble Around 1500 RPM July 27 2004 5200 had an engine stumble in my 69 140 it happened between 1300 1500 According to Lycoming the idle circuit for the carb stops somewhere between 1200 and 1600 RPM If you get a stumble after that when advancing the throttle your mixture is too rich This sure sounds like your problem especially if leaning helps You can incrementally adjust the mixture screw You will know if it s too lean as it will want to keep running when you shut it down Latch on Oil Filler Door The latch is stainless and very seldom wears The wear is inevitibly on the striker plate This consists of two pieces of alluminum rivited thro
38. ich would be the one most likely to ground the airplane There is also an SB for stabilator attach fitting corrosion and one for balance weight tube corrosion for both the stabilator and the aileron counterweights So far these are all relatively easy to inspect and the inspections are described in the pertinent SBs Check also around the step especially on the inside The step doubler is steel and it is touching aluminum A little bit of water sets up dissimilar metals corrosion which can lead to needing a peice of the belly skin replaced I found out the hard way The other area of concern is the hat section structural rails on the bottom of the fuselage Look at the seam between them and the skin very carefully If you see any bulging due to exfoliation you probably should have the rails pulled off and cleaned up before it gets worse The insides of the rails and skin under them was not originally painted If some moisture gets in combined with the exhaust gasses you can get corrosion Mine had popped 3 or 4 of the hat section rivet heads Wing Spar Corrosion Checking The inspection hole kit piper p n 765 106v is to install access plates in the lower wing skin to facilitate inspection on the rear spar at the attach fittings as spelled out in SB 789a The requirement to remove the fuel tank is to inspect the main spar cap and adjacent area for corrosion as spelled out in SB 1006 This area is not visible from the inspection plates added in
39. iframe to the fuel container The flowing fuel can build up a static charge that will want to jump the gap between the plane and the container knew a pilot that burned down his plane and hangar that way He noticed a faint blue glow around the stream of gas and a few seconds later the whole place was on fire Rebuilding Artificial Horizon Attitude Indicator sent mine out last year about this time to Century Instruments in Wichita Kansas It was an Edo aire autopilot gyro They rebuilt it for 255 Check with them beforehand as not all gyros are rebuildable according to them Their is 316 683 7571 Removing Side Panel Routing Battery Cable The side panel is in two parts There should be a set of finishing screws with cup washers along the bottom edge of the larger front panel as well as one set of screws common to both parts that goes from floor to top about where the left rear passenger s shoulder is The final set of screws for the rear smaller panel is along the rear edge Remove all the screws and the hardware for the seat belt the vent cups and the fuel selector cover Then the panel should slide up You have to coax it a bit by pulling it out so it ll clear the seatbelt bracket and the fuel selector The tops are secured with clips that you have to disengage the top plastic pieces of the side panel from Removing Rear Bench Seat I ve found that if remove the window trim near the back seat first then the seat can be li
40. ly known as Lubri plate Lubricating Trim Jack Screw Luberplate makes a special lube for the jack screw which they call aero they supply it ina toothpaste size tube which will last for years Every annual take the screw out and repack it with the lube and the trim works great in cold as well as warm weather Trim Hard to Turn When Cold at Altitude April 18 2004 0468 Don t know how applicable a 78 T Arrow is but think the mechanisms are similar w most Cherokees just got done with a similar problem Cold temperatures plus air loads made it very hard to move My tech guy had it apart 3 time to no avail Checked lube cable rigging tension trim motor clutches blah blah Progressively got worse until on a recent trip at 17 000 and 25C could hardly move it Elec trim was unable also My situation The trim jack screw or trim barrel shaft in the tail cone of the airplane is stationary and around it revolves the trim jack screw barrel Trim cable winds around the barrel and as it turns the barrel the whole apparatus moves the trim arm up or down The barrel is made of softer material than the screw and mine was worn out of round so that when a rotating moment was applied through cable tension the barrel displaced against the trim rib support bracket binding it and effectivley locking it up The movement was almost a 1 4 located a serviceable trim barrel replacement PN 63530 000 at KRN Aviation Chandler AZ
41. mper is 1 The new Cleveland type run about 600 from Spruce Considering that many are 40 yrs old they are well worth the money The Piper service manual states that side play on the main gear torque links should be 005 007 using a feeler gauge They should not be tight some side play is essential or they will snap especially the dog bone type Maintain per the manual and there s never any shimmy problem Decal Source March 26 2004 7071 You can get any decal you need for our Pipers at Moody Aerographics in Bellview FL They advertise in TAP Fuel Tank amp Misc Decals Fuel Tank Placard When my 73 180 came out of the paint shop in February replaced all the exterior placards Check www arrow4graphics com Product 705 6 65 for a set of 2 is the rectangular 100LL placard that says 25 gallons 18 gallons to tab The 17 gal 18 gal to tabs confusion comes from the useable fuel 25 gallons total 24 useable tank capacity 18 gallons total 17 useable to neck indicator tab put the large round blue 100LL decals around the filler opening and the rectangular 100LL capacity placards just outboard the filler caps Arrow has a set that includes a lot of the exterior decals Also you might try www aerographics com in Colorado found replacement PIPER decals from them Side Panel Backing Material Interior Renovation March 19 2004 7231 would not recommend ABS for the side panels It s heavy and not approved for use in
42. n coat carefully on to the door surface where the seal will go and also paint the seal surface that will glue to the door Let these dry an hour or more Now the trick part Just paint on a little Tolual on the door or seal small section at a time and set the seal in place The seal will be down for good using this method but if you do need to move it just use a little Tolual One reason this works so well is that the seal sticks immediatly this lets you stretch the seal as you go by the hinge section of the door at least on the Cherokee you may need to stretch it a little here to thin it out on this part of the door so it wont have the hinges in a bind when the door closes you also need to adjust the upper door latch when you get done We got our seal from Airtex Leaky Cabin Door have spent about 1000 on my silly door in the past year trying to fix the same problem on my 1962 160 Rebuilt the latches new upper and lower hinges three sets of rubber seals including Piper hollow seals etc all for naught It is now perfect closes with a satisfying thunk like a Mercedes doesn t leak air or water The fix Two things the restraint arm that prevents it from opening too wide at the bottom of the door was binding the last inch or so of closure Also the door itself was about 1 16 too wide for the opening and was binding It was obvious upon close inspection Don t know if it was a replacement door or it simply grew over the years W
43. nd a yearly subscription of less 20 It pays for itself in time you don t pay the A amp P to research your ADs each year Probably one of the better investments I ve made in my airplane Aerotech Publications P O Box 1859 Southold Long Island NY 11971 www adlog com Mimimizing Tire Wear Tire wear facts Pressure alignment condition of struts landing techniques Pressure lack of will accelerate tire wear Less pressure more wear and cord break down from excess heat and is accelerated All tires are not truly concentric and one side may wear more than another due to nmanufacturering process Alignment causes wear usually scalloping from toe out It will also cause one side to wear more than another On fixed gear Cherokees toe in can be corrected Camber is not moveable due to the construction Camber will geberally cause wear on ine side 99 of all Cherokees as well as other brands have uncorrectable camber Camber wear will be minmized with proper toe in and air pressure Camber wear can also be caused by improperly loaded wheel bearings Worn links components will also cause shimmy usually if toed out Shimmy from alignment or balance is a tire wear component Strut condition is another cause of tire wear First sign of strut induced wear is the sticking strut For the most part sticking is a result of worn seals and wipers improper fluid level use or plain old air incorrect travel distance and lastly worn bushings Note
44. ng Also there s the question of valve float and large clearances uses on guides as well as rocker angularity Keep it on the loose end and as evenly as possible Four different lengths of push rods for each engine are available and in increments of 017 To come closer rocker arms can be swapped Int for Int Ex for Ex There are no two alike even when new All that close AC inspection we read about The exhaust have rotators and they too vary just a tad have hand lapped them to keep it close The second method of bleed down is a simple homemade tool Bolt it in and use a wide blade screw driver to force the oil out of the lifter measure and replace as above Sounds barbaric but then again you re working on a dinosaur and no need to go through all the work Bleed down clearance has little direct effect on oil consumption unless you have a loose seat with it Too much clearance doesn t help either but the oil usage part would be little Still would say that the majority of AC engines never have it checked and 500 hr interval checking is not a bad idea A lot of cracked heads or valve burning we read about especially a cylinder that was replaced can be attributed to just that Checking Valve Clearance First off you MUST bleed down lifters find the only reliable way is to remove and disassemble lifter assy Easy to do on Lyc Drain all oil from lifter by twisting and rem plunger Suggest do one at a time as parts are mate fitte
45. oll knob screw is on the bottom of the knob and the two faceplate screws are visible after the roll knob is off The potentiometers are quite small arranged horizontally and are found directly under the right rocker switch These pots will not be visible if you are of normal height and are sitting up in the pilot seat A small jeweler type flat screwdriver is required to adjust these pots The pots are 20 turns for full range From left to right the potentiometers adjust the following functions gain threshold left roll heading bug centering right roll was advised to adjust the left roll then the right roll then the bug centering then test the bank angles and repeat the process as necessary to get everything correct Evidently there is interplay between the adjustments After some experimenting found that counter clockwise turns on the roll pots reduced the amount of bank angle in the turns had to turn each of the pots about 8 full turns to reduce the bank angles to 20 degrees also used the turn coordinator to help achieve the correct standard rate The heading bug center adjustment took no adjustment in my case so don t know what direction to turn that pot for left right bug adjustment will pass along that was told to ignore the TC ball when making this adjustment and to just adjust the rudder trim to make sure the DG was stable before adjusting the heading bug So far the adjustments had cut the oscillations do
46. orthy If your plane has not had the inspection done would certainly suggest you have the tanks removed for inspection In addition to the inspection it also recommends that the fuel tank main fuel supply flex hose and vent lines be inspected for age and deterioration The hoses should be replaced at least every 8 years have had to replace the hoses on every cherokee have worked on due to age hardening or split vent hoses Unfortunately many owners and shops just didn t replace them like they should My personal opinion is the is a safety of flight item but since its a service bulletin it is not a mandatory inspection would suggest you check your log book and if it hasn t been done would look into having the inspection done Water Drain Holes for Rear Spar Area Piper service bulletin 977 has instructions for drilling two drain holes in the belly around the rear spar Its applicable to most Piper s including the PA 32 s You can get a copy of the S B from Dave Wheeler s web site http Awww northwestschoolofaviation com sb htm Carburetor Ice May 14 2004 4657 I ve noticed a few discussions on this board regarding the use of Carb heat in the Cherokees A number of pilot report that they never need it It is also common knowledge around the airports that Cherokees don t need it except in extreme emergencies due to the relationship of the carburetor to the oil sump There may be some climates where that is true however I d sug
47. plication also had to trim a little off the flat side as the door edge was a little narrow in places 5 Replacement of the door left the door in my garage for 1 day to let the adhesive cure and dry before returning the door to the aircraft Replacement is the reverse of taking it off simplicity itself It took a little more time to make adjustments to the door latches which can be moved However once that was done have a door that shuts easily and does not leak I m very pleased with the result and more to the point so is my wife Note While the door was off took the trim off and removed cleaned lubricated and replaced all the lock assemblies This was also a benefit to smoother door operations Installing Door Seal Eliminating Gaps Went with the 1 4 round hollow seal for the door Fit was just fine although it was important to strech the seal in places where the gap was a bit smaller Used a few small blobs of modeling clay to check the clearances at different places to get an idea of where had different amounts of clearances Modification of Dick Russ Door Seal June 8 2004 5087 have installed the new door seal and new hinge pins on my Arrow After reading of the positives it looked like the answer and it appears to be just that a tight door seal The one area of negatives appears to be the bottom where it can be damaged by heavy feet decided to modify it in this way left the old door seal along t
48. rk for Inertia Safety Shoulder Belt Intallation Kit 764 981V and file the appropriate 337 you need to find an Al who knows what he is doing The shoulder belts look great and work fine without restricting movement and just received two retractable shoulder harness kits from Kosola for the front seats of my 180 They were 710 each think the non retractables were 480 each was told the install time should be 4 to 6 hours per side Kolola Shoulder Harness installed the Kosola shoulder harness for the front seats of our 65 140 last month It s fairly labor intensive but the results are good The installation is similar to Piper s factory setup with a skin doubler and support structure riveted into place above the rear window and the inertia reel mounted to the new structure Parts kit was around 700 seat including inertia reel new lap belts STC and drawings They also sell a kit with adjustable strap and no inertia reel for a couple hundred less Removing Master Switch You have to remove the complete switch cluster All the switches i e master fuel pump landing light beacon strobes amp pitot heat are mounted in one assembly The good thing is that all go through a common connector The best and ease of removal is to remove the radio or component above loosen the radio or component rack and there will be three or four screw the hold the switch cluster in place From the cockpit facing forward on the left end jus
49. stmas DR Guys and Gals the new Gates belt is P N 9335HD Green Stripe checked with O Reilly Auto Parts here in Oklahoma City and the price is 15 99 suspect other Gates dealers throughout the country will have a similar price DR Door Locks was quite surprised when arrived at the office to check for messages had a dozen or more requesting additional information regarding the alternate door lock For those who requested the information as well as for those looking for a replacement door lock would like to provide the following The lock is available at LOWE S home supply as well as from the supplier Belwith International The have offices in Grandville MI City of Industry CA and Tampa FL The lock is brand name First Watch The part number is 1358 and is a direct replacement for the locks on the Piper entry door and Baggage door It come with two locking arms and if they don t exactly fit the way you want you can also install the piper locking arm It fits it also The locking mechanism is superior to the original lock on the Cherokee s and as a bonus most packages are coded with the key number so you can have one for each door with a matching key The best part is at LOWE S they are less than 4 00 They can be found in the hardware dept in the door locks and cabinet lock area Hope this is helpful have installed these in more than a dozen Cherokee s and they work great DR Installing Windshield Bill I would tak
50. t is tight but not badly dammaged sharpen the protruding piece into a short stubby spike Take the second blade and lay it over the first so the end holes align The spike you have made with the rivet must face away from the top blade Join the blades with a rivet screw etc using the two holes opposite the end where the spike is and make sure this joint is tight enough to ensure the blades remain perfectly aligned If the lower blade is slipped behind the new panel and the spike moved around until the hidden hole is located then the hole in the top blabe will be directly over the hidden hole and a mark can be made at the correct point on the new panel Repairing Interior Plastic have spent several months refurbishing my Warrior Il The interior was the easy part First start with a container that can completely cover the trim pieces Soak them overnight in a Spic n span solution You will be amazed at how clean the will get Next repair any crack BUT DO NOT USE FIBERGLASS The fiberglass resin will cure hard and it will eventually crack Instead use the fiberglass cloth and melt it into the plastic on the back side if the trim with plumbers PVC pipe cement This is much cleaner and neater that trying to use fiberglass resin and the PVC cement will stay flexible If you have any large gaps or pieces missing Eastwood products make a plastic resin kit which allows you to fill in those areas and think it works pretty well Last paint the part usin
51. t pass the nav light reostat switch there is a clear plastic connector Unplug the connector and then remove the two counter sunk phillps head screws on each end of the cluster face The complete assembly will then be able to move aft rotate slightly and be pulled out through the front of the panel Then if you want to replace the switch take it to the work bench listen to some music open a kool aid and have fun Of course the installation is just the reverse Bouncing Tachometers For those with tachs which bounce around its easy to slip the inner cable out of the outer casing one end has a reraining clip and the cable must be slid out this end carefull cleaning of bot the cable and casing can be achieved in about 45 mins repack with soft molybdenum grease This will do wonders to the smoothness of the readout and the grease damps the cable which in most cases is responsible for the bouncing needle Tachometer Flaws Due to Cable Many times especially in the winter months read how the tachs squeel and jump around and the question many time centers around lubrication What is many times overlooked is the cable itself Guys and gals the cables do wear out and when the do they will cause the tach to jump around and to some sounds like the squeel is coming from the tach head itself many times can be traced to a worn out cable The way to check if your tach cable is worn out is to remove it from the engine by loosening the nut on t
52. the interior as I m informed by the interior shop would recommend a 1 8 plastic honey comb material called Cortex It comes in 4 X 8 sheets and is available from plexiglas distribution outlets like Regal Plastics The coretex sell for less than 10 00 per sheet I ve used it for years it s very light very strong and cuts easy with a Stanley Knife and it meets the flame tests required by the FAA Replacing Fuses with Circuit Breakers March 19 2004 7231 replaced the fuse holders with circuit breakers on every Cherokee we refurbished It s not a real difficult task only time consuming would recommend to save cost buying used circuit breakers from Preferred Air Parts 800 433 0814 have never had a problem with the used ones and the last time bought them they were 7 00 each The ones you want are the small Klixon You will need to submit to your local FSDO a 337 describing the change Some times they like to have a 337 showing the alteration has been previously approved and then the can approve based on prior approval Circuit Breaker Panel Overlay February 18 2004 7071 If you are talking about the colored panel on the lower right on a 1968 or newer Cherokee then go to www arrow4graphics com for a new overlay panel High Oil Consumption Puddles of Oil Beneath the Breather March 18 2004 7782 was using about a qt every 5 hours and read that if the oil breather is not properly vented or if it slips downward through
53. the bushings are last on the list Landing technique self explanatory As to shop s calling it to your attention if you don t ask they rarely look despite that it is on the list of items to check Expensive tires wear just as fast as cheap tires Let no one tell you that tire A will wear longer than tire B No two pilots drive alike lads vary dractically Constant airport hpiing VS long flights will take it s toll on rubber Sticking Struts and Improper Filling when reading the maintenance manual found a section relating to filling the struts They say that when a strut has been fully emptied as in a a seal replacement the strut must be extended to 10 inches whilst filling this is to allow fluid to fill the outer chamber had a problem with some sticking after a complete rebuild and decided to try this out It involves releasing the torque links in order to get the extension so great care is needed but it fixed the problem The reference is in the first section of the manual close to the checklist for the 100 hour inspection Strut Servicing How long has it been since new o rings were installed on the struts If you have oil coming out the bottom of the struts you need new o rings Best left to a mechanic as the pilot or owner is not qualified to do it You have to jack the plane up remove the struts install new o rings and put in new oil and air or nitrogen don t know where you got the instuctions to use a squirt can to
54. tional inspection at each annual but for those like me who fly more than 100 hours a year maybe at periodic oil changes as well The SB says Piper condisers compliance mandatory In my mind that means the FAA will probably issue an AD eventually a la the oil hoses AD Muffler Rebuilding sent my old mufflers and stacks PA28 161 to Dawley www dawley net or 262 763 3113 and told them to do whatever was necessary They came back with all the paperwork either new mufflers and one stack or looking like new 3 stacks Price as recall was about 550 Alternator Belts As many of you know me from Aircraft door seals and those who don t would like to pass along a little information Along with being an Aeronautical Engineer A amp P IA also have been involved with restoring and refurbishing Cherokees for over 40 years and am always happy to share my experience with the Cherokee s with members of the Cherokee Pilots Association and especially friends have met through the Chat or our Annual Fly in For years have heard complaints including from myself about the alternator belts Gates Green Stripe and the problems with having to purchase the same belt from Piper to be legal that you can buy from from the auto parts suppliers contacted Gates Rubber and had the opportunity to visit with the project engineer about the difference between the belt that Piper sells and the Green stripe of the same part number that you can buy for
55. ugh the fibreglass of the cowling If these are replaced the problem goes away solved the problem by inserting a sliver of brass between the two layers of aluminum and pressing them together to hold the brass in place The latch positively locks the brass in and this has worked perfectly for several hundred hours If the hinge is worn it must be replaced as any vibration will eat away anything one puts in as a striker plate Regarding a seal to prevent any further flutter in the door do as follows Get a match of other suitable spacer which just prevents the door from fully latching Carefully smear the door with a thin layer of vaseline where it contacts the cowling all the way round put a thin bead of silicone sealer around the seating edge on the cowling and carefully close the door with the match in place next to the latch such that the door is kept a tad open leave for 24 hours clean off the vaseline and presto you will have a snug fitting door with a custom seal Autopilot Adjustment Autocontrol IIIB April 18 2004 5257 As parts age their electrical value often changes These changes can cause autopilots to become out of adjustment Here is a post saved that explains how to adjust a Century IIIB know it s not the same as yours but may you can get some ideas that could help you Autopilot adjustments I ve learned there are many possible causes for autopilots to oscillate ranging from bad attitude indicators to loose cabling but
56. up all the extra residue of sealant with a soft sponge and clean water Don t allow the sealant to dry until you have removed all the extra sealant Panel Lighting Dimmer Parts Cross Reference The dimmer in 1968 used two antique PNP Germanium transistors a 2N669 driver and 2N443 final connected as a Darlington pair Your final might be blown or both You can still get them from Piper maybe I see DMFS has the driver for a mere 15 but the final is not in stock for 42 If you can t get them from your Piper distributor take the A amp P out of the loop and find an electronics inclined friend to install an NTE105 final and NTE121 driver in their place Mouser has the NTE121 driver for 23 and the NTE105 final for 25 They are available from other sources too They are probably not strictly legal from an FAA perspective but what can you do If you scrounge you can find them on eBay although you might have to buy four or something There are also distributors catering to desperate military stock types and which require a minimum order of 50 parts etc So to summarize Driver Piper 489 385 Original Part 2N669 NTE replacement NTE121 Final Piper 489 384 Origial Part 2N443 NTE replacement NTE105
57. use Spruce AN6227B 15 Piston nylon ring generally doesn t need replacing Just replace the above O rings Note There is a small piston in the rod that has an O ring that needs to be replaced Piston can be removed with a 4x40 screw threaded down its middle The MS28775 008 goes on this piston Note also that the dampener has a fill hole accessable by removing the small plug Fill dampener with MIL 0 5606 hydraulic fluid through fill hole Be sure to purge all air from the unit including the center of the control rod before closing it up Only fluid should exist on both sides of the control disk throughout the cylinder Cleveland no longer manufactures this dampener and Piper no longer supports this dampener If dampener must be replaced it will have to be replaced with a different type unit at 500 700 cost Get replacement O rings from Spruce or O ring dealer But be sure they conform to MS28775 Interior Door Handles Knobs Look at the handle carefully for a part number Some are Ford pick up truck chrome lever and some are Volkswagen yes VW small pull lever with plasctic inner cover Some of the round knobs are the same as the ash trays Installing Door Seal A good trick for installing the door seal Use 3M trim adhesive Commonly called Gorrilla Snot put some in a small container and cut it with some Tolual maybe 2 parts gorrilla snot 1 part Tolual It should be about the consistancy of paint Then just paint a thi
58. witches off in the plane try the following Make sure there s no fuel leaks around the pump a Use an external 12 volt battery source b Use 2 jumper wires at least 4 long c Connect a jumper wire FIRST from the outside of the pump housing to the battery terminal d Connect a second jumper wire to the HOT terminal of the pump e Now touch the wire from d above to the battery terminal and see if there s any pump action You do not want to be introducing an arc spark near the fuel pump area Make the final connection at the battery end not at the fuel pump when you apply power f If nothing then pump is dead If it works there s a wiring switch problem back to the panel High Ammeter Reading Piper s Shunt A shunt across an ammeter is normally a resistor from one post of the ammeter to the other that protects the ammeter from high power Piper issued the service bulletin and in their wisdom went the cheap route What they call a shunt is a length of heavy wire on the input side of the ammeter The main power wire comes to the back of the instrument panel on the left side It has an eye crimped to it and a length of the same size wire is bolted to it via another crimped terminal From that crimp a smaller wire goes off to the ammeter and another small wire leaves the ammeter at the other side The length of wire that is bolted to the input wire is Pipers idea of a shunt resistance checked several C
59. wn to about 3 degrees of bank right and left However the overshoot on autopilot controlled turns was still there and caused the oscillations to start out at about 8 degree banks slowly reducing down to 3 degrees Again after some experimenting found that clockwise turns on the gain threshold pot resulted in decreased oscillations would make a few turns on the pot then test both straight flight and turns with the autopilot adding more clockwise turns until the oscillations and overshoot were gone have NO MORE autopilot induced oscillations FLAP RIGGING CHECK 1 Set flaps fully retracted 2 Match the button Spacer or bolt up with the rear spar back of the wing portion and the short end pointing to the flap The long end will be forward I find it easiest to lay on a creeper and slide under the wing to hold the tool in place 3 Verify that no portion of the tool is on rivet heads or screws 4 Put a slight amount of upward pressure on the flap while holding the tool in place You should see one of the following Proper Neutral Rig Button touches rear spar and flap end of tool touches the flap with no spaces between either Flap Set to Low Flap end of tool touches flap and there is a space between the rear spar and button Have flap adjusted up to neutral Flap Set to High Button touches the rear spar flap end of tool does not touch the flap Have flap adjusted down to neutral 5 Repeat steps 2 through

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