Annual and rib replacement complete

After a long 6.5 weeks in the shop for the annual and replacing two
cracked ribs, yesterday was the day for the test flight. It was my
first time being a test pilot and I recall reading several posts about
first flights following an annual so I took a long time during the
preflight. Add in the fact that we had some not so minor airframe
repair and I spent a lot of time on my back looking at every cotter pin
and safety wire of the landing gear, every nut and bolt of the flaps,
and made darn sure the control surfaces moved the right direction. I'd
seen the plane with the main gear, flaps, and gas tanks removed during
the rib repair...a sad sight for sure. I wanted to satisfy myself that
it all looked and felt right. Not that I doubt the shop's work.
Through this ordeal, I've spent several hours poking around the plane
and talking to the A&P. Since it was my butt doing the test flight,
however, I wanted to take my time.

The test flight was a non event...just the way it should be. Sure felt
good when I lowered the gear and saw three in the green. 04T flew just
as before. Slight left wing heavy situation still existed and has since
been taken care of. I spent maybe 1/2 hour orbiting the airport at 5500
ft checking the gear, flaps and the rigging.

Now the fun part...how much this little adventure cost. Let's just say,
it sure is nice to be able to divide the costs by three.

Annual inspection: .95 AMU
Rib repair: 5.4 AMUs (60 hours labor, approx. 1.2 AMUs in parts)
GNS 430 AD compliance: .75 AMU (AD repair was free but required hardware
and software upgrades from Garmin)
Everything else: .9 AMU. Includes new points, brake linings,
oil/filter, air filter, labor, Piper SB 1156 for the nose gear drag link
bolt, and other stuff I'm forgetting.

Grand total: 8.00833 AMUs. Like I said, nice to divide by three :-)

We were planning to get our 13 month out of the annual with a April 1st
sign off...but that all changed with the cracked ribs.

The rib repair could have easily cost another 1 AMU in labor based on
actual vs. charged labor hours. In essence, the shop didn't charge us
for their learning curve.

Can't wait to get back into a regular flying routine. Those first few
instrument approaches should be a hoot seeing as a mere five flights ago
was my check ride.

--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

Congrats Jack,
And thanks for the pics and the updates along the way! I'm sure a lot of us
had the same lump in our throats as you did, wondering "what if it was me?"

Jim

On 05/05/06 21:54, Jack Allison wrote:
After a long 6.5 weeks in the shop for the annual and replacing two
cracked ribs, yesterday was the day for the test flight.

[ snip ]

Congratulations on getting the plane back, even at such a cost. Ouch.


Can't wait to get back into a regular flying routine. Those first few
instrument approaches should be a hoot seeing as a mere five flights ago
was my check ride.


Well, just don't wait 5 months from the check ride to see how well you
remember it all ;-\ It sucks!


--
Mark Hansen, PP-ASEL, Instrument Airplane
Cal Aggie Flying Farmers
Sacramento, CA

..95 AMU for an annual is awesome. Base annual for my Mooney (almost the
same plane as an Arrow) at Top Gun is 2.5 AMU (inspection only, no
repairs).
I've heard good things about Richard at Main Air. Unfortunately in my
dealings with him I've felt that he doesn't respect me and doesn't
follow my directions very well. I'm pretty sure its an age thing. I
think he just thinks I'm too young to know what I'm talking about.
O61 is a fun airport for a test flight.

-Robert, CFI O61 based M20

Mark Hansen wrote:

Congratulations on getting the plane back, even at such a cost. Ouch.

Yeah, it's painful...or at least it will be when I actually write the
check for my portion of the bill. Just gotta keep saying that it could
be 3X more.

Well, just don't wait 5 months from the check ride to see how well you
remember it all ;-\ It sucks!

Roger that! I'm sure that after "just" a month and a half off from
flying has allowed rust to accumulate. I'm looking forward to knocking
it off though.

--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

Jim Burns wrote:
I'm sure a lot of us
had the same lump in our throats as you did, wondering "what if it was me?"

I say that same thing every time you talk about engine repairs/issues
Jim. Well, actually, it's more like "Wow, I'm glad I only have ONE of
those big fans to deal with". Unless, of course, that big fan quits in
flight. Then I'd be saying "How come I'm not flying with Jim right
now?" :-)


--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

Robert M. Gary wrote:
.95 AMU for an annual is awesome.
Actually, I was off by a bit. .91 was the charge for the inspection.
Every little bit helps.

Base annual for my Mooney (almost the
same plane as an Arrow) at Top Gun is 2.5 AMU (inspection only, no
repairs).
Geeze, do they gold plate stuff as they inspect? Ouch. The highest I
was quoted for an annual on the Arrow was at a Piper service center in
the Denver area, $1400.

O61 is a fun airport for a test flight.

I sure would have preferred elsewhere since any engine problems on
takeoff would be less than fun at Cameron Park. I just orbited the
airport up to around 5000 ft. then played with gear, flaps, checked out
our left wing heavy issue, and generally enjoyed the fact that I was
committing aviation.

--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

In article ,
Jack Allison wrote:

I sure would have preferred elsewhere since any engine problems on
takeoff would be less than fun at Cameron Park. I just orbited the
airport up to around 5000 ft. then played with gear, flaps, checked out
our left wing heavy issue, and generally enjoyed the fact that I was
committing aviation.

What was the fix for the wing low problem?

john smith wrote:

What was the fix for the wing low problem?
They lowered the left flap ever so slightly.


--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

On Fri, 05 May 2006 21:54:15 -0700, Jack Allison wrote:

Can't wait to get back into a regular flying routine. Those first few
instrument approaches should be a hoot seeing as a mere five flights ago
was my check ride.

Welcome back Jack,

Yeah, start pounding away at those approaches. 2 months was way too long
for me between doing approaches!

Allen