What to look for - bringing an aircraft back to life

I seek the collective wisdom of the group. As I have mentioned previously, I
was the co-owner of a 1965 Piper Aztec, due to various conflicts in the
partnership, the plane has not flown in two and a half years (approx.) most
of this time it has been in a heated hangar, but has been out in the weather
since April. I have just this past week convinced my partners that it was
doing no one any good to have it just sit there, and they finally let me buy
them out. It's a pretty decent airframe overall, it's just been sitting idle
with disuse. I know there are many things to get it airworthy again, and
have started the process. I have scheduled a pitot-static-transponder check
this coming week, and an annual will shortly follow. I intend to replace the
tires (figure they're probably rotted due to not being moved much, and it's
a easy thing to correct right at the start), install a new battery (and if
memory serves I'll need to check/replace the one in the ELT as well). My
question is, what else should I be checking extra carefully? I know the
annual should catch most things, but that's just an inspection by
definition, and I expect not everything will show up until I get it flying
again. The engines have been run occasionally, but nothing that I'd call
consistent. The engines do have chrome cylinders, so I'm hoping that I won't
be facing a horrendous corrosion problem in that area. I'm wondering what
things I should be extra careful/mindful of once the airplane is airworthy
and flying again. Where would I expect to see problems the first few hours
aloft? Should I keep it close to home for the first bit and then do some
longer cross countries to give it a proper shakeout? If so, what would be a
reasonable amount of time to shake things out? The aircraft and I are based
at Jeffco (KBJC) in Broomfield, CO. I am really looking forward to taking a
flight in this aircraft, as I've owned half of it for 2.5 years and have
never flown it. I've seen those in the group who have been, or are in
partnerships, however the whole mess surrounding this one has made such an
idea in the future somewhat unpalatable.

--
Louis L. Perley III
N46000 - C152
N370 - PA-23-250

On Sat, 16 Oct 2004 20:56:53 -0600, "Louis L. Perley III"
wrote:

Should I keep it close to home for the first bit and then do some
longer cross countries to give it a proper shakeout?

I'm kind of conservative. What I'd say is to fly it around the local
area for about 45 minutes at a low cruise power setting, always having
somewhere to land just to be extra safe. The next flight I'd shoot a
few (4 or 5) landings. Then for a couple hours go airport hoping.
After that a cross country or two would be in order that are around 2
hours each. This should get you used to the plane, and shake out any
issues that may not have been found. Of course, I'd do all of this to
the East. After you put around 10 hours on it, fly it as if it
never sat.

While I've given absolutes in flight time they aren't meant to be
strict guidelines, just an outline for the progression I'd use. There
are mechanics in the forum who may have other ideas too.

Hope you enjoy your bird.
z

In article ,
Louis L. Perley III wrote:
I seek the collective wisdom of the group. As I have mentioned previously, I
was the co-owner of a 1965 Piper Aztec, due to various conflicts in the
partnership, the plane has not flown in two and a half years (approx.)

Personally I wouldn't do any major maintenance to that plane until you're
either 1) sure the engines have not had their lives significantly shortened
by corrosion or 2) prepared to have to overhaul them both. In fact, I
think you've gone out on a limb by buying out your partners without
knowing the condition of $50-60,000 worth of the plane's value.

--
Ben Jackson

http://www.ben.com/

"Ben Jackson" wrote in message
news:Iomcd.142069$He1.20085@attbi_s01...
In article ,
Louis L. Perley III wrote:
I seek the collective wisdom of the group. As I have mentioned
previously, I
was the co-owner of a 1965 Piper Aztec, due to various conflicts in the
partnership, the plane has not flown in two and a half years (approx.)

Personally I wouldn't do any major maintenance to that plane until you're
either 1) sure the engines have not had their lives significantly
shortened
by corrosion or 2) prepared to have to overhaul them both. In fact, I
think you've gone out on a limb by buying out your partners without
knowing the condition of $50-60,000 worth of the plane's value.


I've always been able to swallow the cost of an overhaul (I don't
believe anyone has any business owning an airplane unless they can,
otherwise the plane ends up sitting and rotting when something unexpected
happens), I think that ended up being part of the problem with the
partnership. I had such flexibility, they did not, so when it came to doing
maintenance, it was however they could get the best deal (i.e.. having one
of the owners who had his A&P do the annual, well, that annual has now ended
up taking 2+ years and is still incomplete. I became tired of waiting, so I
bought them out so I could get someone who had the time to get it done.
Actually, I'm having the whole thing redone, just as a cross-check. Plus,
I'll be able to assist in the annual, so I'll hopefully learn a lot more. I
did this when I did the annual on my 152 and learned a lot.

I'd wait on the pitot-static check until after the annual. You may
find lots of hoses and tubing that needs to be repaired/replaced which
requires another pitot-static check, wasting $200-300.

In fact, I'd wait until after the annual to do anything. The
annual should provide the "shopping list" what needs to be
replaced/repaired.

As for what should be done...do you have the checklist from
Piper (in the maintenance manual, table III-I, Inspection Report).
That will be the starting point. You may want to have each item
on the seven pages evaluated.

Who's doing it? Someone at BJC?

"Blanche" wrote in message
...
I'd wait on the pitot-static check until after the annual. You may
find lots of hoses and tubing that needs to be repaired/replaced which
requires another pitot-static check, wasting $200-300.

In fact, I'd wait until after the annual to do anything. The
annual should provide the "shopping list" what needs to be
replaced/repaired.


I'm having them look do the pitot-static check done because they have a
slot, and most if not all the hoses in that system are new. I dropped by the
log books to have them make the entries for the audio panel (replaced a
KMA-12 that had seen better days) and asked about the pitot static since I
knew it would have expired. I don't expect any problems in that department,
and if any are found, I'll have something to squawk when doing the annual.

As for what should be done...do you have the checklist from
Piper (in the maintenance manual, table III-I, Inspection Report).
That will be the starting point. You may want to have each item
on the seven pages evaluated.


That's one thing I do have. When we bought the plane two years ago, it came
with the maintanance manuals and the parts-list binder, which are handy to
have. I will look this bit of information up and make sure we follow it.
Thanks for pointing this out!

Who's doing it? Someone at BJC?


I was thinking of Mountain Air or possibly Legacy. My C152 is maintained at
Mountain Air and they seem to do a decent job. If it was flyable, I'd also
think about taking it up to Akron, as the guys at Hayes Aviation have always
treated me quite fair. The main thing is who has an opening in their
schedule, as I'd like to get things done within the next couple of weeks or
so. I'll then take it up to Greeley and put it in a hangar up there (we're
in the process of buying a home a bit south of RWY 34 at GXY) with the 152.

On Mon, 18 Oct 2004 21:39:10 -0600, "Louis L. Perley III"
wrote:

I'll then take it up to Greeley and put it in a hangar up there (we're
in the process of buying a home a bit south of RWY 34


Hope its up wind from the farms.

P U.

z

"zatatime" wrote in message
...
On Mon, 18 Oct 2004 21:39:10 -0600, "Louis L. Perley III"
wrote:

I'll then take it up to Greeley and put it in a hangar up there (we're
in the process of buying a home a bit south of RWY 34


Hope its up wind from the farms.

P U.

z

Spoken like someone who knows the area I've been out there a number of
times and haven't noticed any latent odor from the feedlots in the area.
It's only 5 minutes outside of town, but it feels a lot more remote than
that. I live closer to Jeffco now, but it actually takes more time to get
from my home to Jeffco than it will from our new home to Greeley Weld. It's
also amazing the cost differential from a storage perspective. I'll have my
aircraft in a heated hangar up there for what it costs me to tie-down at
Jeffco.

--
Louis L. Perley III
N46000 - C152
N370 - PA-23-250

Louis L. Perley III wrote:
"zatatime" wrote in message
wrote:

I'll then take it up to Greeley and put it in a hangar up there (we're
in the process of buying a home a bit south of RWY 34

Hope its up wind from the farms.
P U.

Spoken like someone who knows the area I've been out there a number of
times and haven't noticed any latent odor from the feedlots in the area.

My problem is I always "detect" them before I see them!

"Louis L. Perley III" wrote in message
...
I seek the collective wisdom of the group. As I have mentioned previously,
I
was the co-owner of a 1965 Piper Aztec, due to various conflicts in the
partnership, the plane has not flown in two and a half years (approx.)
most
of this time it has been in a heated hangar, but has been out in the
weather
since April. I have just this past week convinced my partners that it was
doing no one any good to have it just sit there, and they finally let me
buy
them out. It's a pretty decent airframe overall, it's just been sitting
idle
with disuse. I know there are many things to get it airworthy again, and
have started the process. I have scheduled a pitot-static-transponder
check
this coming week, and an annual will shortly follow. I intend to replace
the
tires (figure they're probably rotted due to not being moved much, and
it's
a easy thing to correct right at the start), install a new battery (and if
memory serves I'll need to check/replace the one in the ELT as well). My
question is, what else should I be checking extra carefully? I know the
annual should catch most things, but that's just an inspection by
definition, and I expect not everything will show up until I get it flying
again. The engines have been run occasionally, but nothing that I'd call
consistent. The engines do have chrome cylinders, so I'm hoping that I
won't
be facing a horrendous corrosion problem in that area. I'm wondering what
things I should be extra careful/mindful of once the airplane is airworthy
and flying again. Where would I expect to see problems the first few hours
aloft? Should I keep it close to home for the first bit and then do some
longer cross countries to give it a proper shakeout? If so, what would be
a
reasonable amount of time to shake things out? The aircraft and I are
based
at Jeffco (KBJC) in Broomfield, CO. I am really looking forward to taking
a
flight in this aircraft, as I've owned half of it for 2.5 years and have
never flown it. I've seen those in the group who have been, or are in
partnerships, however the whole mess surrounding this one has made such an
idea in the future somewhat unpalatable.

--
Louis L. Perley III
N46000 - C152
N370 - PA-23-250


If the engines are Lycomings first thing I would do is have them checked.
Lycomings don't take well to sitting. If the engines have been ground run
for short periods of time that's about the worst thing that could have been
done. Second would be to have a look see at your checkbook. It is probably
going to be under attack for quite some time. .