Thank you Patrick and Ed Rucker for the facts..

Dave

Patric Barry wrote:

I see these planes when they come in for maintenance, and there are
expensive issues which should be addressed and often aren't :

a) wing spar cracks - this can be addressed by removing the wing for
inspection and magnaflux. Costs money.
b) inspection of the stabilator bracket, and the tube which holds the
stabilator panels in place. Corrosion is being found in that tube where
paint stripper has gotten in there and caused corrosion. A standard
procedure is to remove the stabilator panels and inspect the tube for
corrosion. While it is easy to treat, it is expensive to replace the tube.
The bolts that hold the stabilator attachment frame in place need inspection
also.
c) doors wear and become misshaped - this can happen at any age and tt, and
results from people abusing the doors, which is common on rental planes.
d) landing gear wear - oleos may be pitted and may need removal and
rechroming.
e) flap track wear - this is common as planes age. Remove and replace the
tracks and install nylon rollers. Cracks will appear in slides and areas
where the planes have been tied out and the ailerons slop in the wind - this
puts great stress on the aileron stops and can lead to cracks.
f) hinges of all kinds wear and need replacing - parts and labor. Takes
time.
g) windshields and side windows - they wear and craze, and it just takes
money to replace.
h) fuel tanks - probably haven't been replaced in years and may need to be.
i) I don't need to talk about the engine. The accessories are expensive and
may need overhaul - remember the accessories are not an engine overhaul
necessity and so they may not have been overhauled at tbo and may need to
be.
j) paint, or course, and interior - both big items.

While these may seem obvious, the real point is that there are items like
the tanks, wing spar and tail assembly that may never have been inspected,
and should be. They are not 100 hour or annual items, yet they need to be
done at some time. If you buy the plane cheaply enough and can afford to
really have it maintained well, then these things may present little
problem.






"Dave S" wrote in message
...

OK.. lets try this again..

any DOCUMENTED problems other than the aformentioned Piper SB/former AD?

How about people who have owned such aircraft?

I am aware of the operating environments, what I am looking for are
known trouble issues... does one particular aircraft have cracks or need
spar replacements? Where are the problems found on particular models?

Im not looking for poster support, nor disapproval. Im looking for
experiences.

Dave

Patric Barry wrote:


Pipeline patrol aircraft and transmission wire patrol aircraft fly a few
hundred feet above the ground and undergo some tough and constant
turbulence. No attention was paid to this until a crash occurred, and

metal

fatigue from the turbulence was the problem. I wouldn't touch a plane

with

that history - of course, often you don't know the history and might buy

the

plane without even knowing.

Flight school aircraft get a lot of wear, and you see it in the landing

gear

and the retractable systems - flap guides and so on.

It's your choice - seems the posters here don't support your choice.


"Dave S" wrote in message
...


Anyone have experiences, good or bad, with high time airframes (10,000
hrs). What Im specifically inquiring about are life limitations or
"frequent" issues on these airframes. Im referring to non-orphaned,
180-200 hp single piston engine frames. Most commonly fitting this bill
would be former flight school aircraft and pipeline patrol.

Im admiring a high time patrol a/c from afar, and while the engine is
fresh, the frame has passed the 10k mark. I had a friend who had a great
deal purchasing such an aircraft a few years ago, but Im sure he didnt
realize much when he sold it. Resale issues aside, what have ye to say?

Dave
PP ASEL