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/

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?

"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. .

2.5 years is not too terribly long for the engines to have sit. I've
known of several aircraft in my area that have sat unflown / unrun for
much longer than that, without having the engines prepped for long
storage beforehand, whose engines were still in remarkable condition
after the usual basic maintenance tasks were done to revive them
(hoses, batteries, filters, AD's complied, etc.)

I'd be more concerned with looking for nests and other damage by
rodents, insects, birds, etc., since I once saw a plane that sat in a
hangar unflown for a couple years whose ailerons' movement were
severely restricted due to mud dauber (mud wasps) nests build inside
the wings on the control bellcranks. There were also rodent nests and
chewed wires in the aircraft.

Being a retract twin, I'd also have it put up on jackstands and make
sure all the landing gear mechanicals and electricals are in perfect
condition. I'd want to see the gear flawlessly perform a couple dozen
cycles while the aircraft sits on the jacks just to make my wallet
feel better before flying the plane.

Compression tests on both engines and swing the gear before I'd fly
it.
Both of these are higher priority than a pitot static test.
Also, before the compression test, several long runups, with extensive
magneto and carb heat and everything else checks (temperatures etc).

"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" 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.

Couple of things that need to be done prior to the annual and most
importantly prior to even starting the engines......

1. Fresh oil change and at least 20 minuets on an external oil pump
for pre-oiling or if using a pressure type pre-oiler, then 10 fill
and drain cycles.

2. Battery replacement or charge check. If it won't hold a charge then
replace it.

3. Gear swing and rig check and lube. Do it by the book and no
shortcuts....

4.Power up the aircraft with external power and do a good sniff check.

Once you've done this then fire up the engines and do some taxi
testing and get ready for the annual.

Craig C.

("Louis L. Perley III" wrote)
snips
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.

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.


I missed the messy partnership story. Could you provide a brief recap -
hitting the high ...or low points? Thanks.

Also, you convinced your (plural) partner(s) to sell. And (they) agreed. -
yet you owned half of the plane? How many partners were there? Did you end
up getting stuck for half of the fixed costs?

Hope *your* (singular) plane gets flying again - soon!


Montblack

"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.