Interior Upgrade Question

The seats need to be changed on a field approval. Talk to the FSDO before you
start, or for that matter before you even buy the new seats.

Changing the bowtie yokes to Ram's horns can be done with a log book entry
citing the service bulletin cited in the Airworthiness Directive as a means
of terminating compliance. You have to make sure the part number of the
yokes you install matches that in the service bulletin.

Chuck wrote:

Instead of just recovering the seats, I'm considering replacing the
original Cherokee seats with newer models. I'm wondering what the FAA
would say if I wanted to take seats from a newer model Piper (with
height adjustment and nice extras) and put them in my Cherokee. If
the floor rails are the same, it should be a plug'n'play change. Of
course, the weights would have to be calculated to reflect weight
changes. But does anyone know if the FAA would allow this if they
came from another certified plane to my Cherokee???

Come to think of it, I'd love to change the yokes in my Cherokee while
I'm at it. Get some newer models instead of these original bow-tie
yokes. And I guess same question would apply -- would they let me
take from one certified model to another???

Thanks guys.

Chuck
N7398W

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

In article ,
zatatime wrote:

Thanks for the link though. At least I know there are companies
making them.

You're welcome. Now you know why I said to stick with the bowties!

The salvage ramhorn yokes I bought were, iirc, about $300.
(the only reason I replaced mine was because of cracks).

--
Bob Noel

Michael,

Thanks for the info. I am not here to cause a ****ing contest and
certainly defer to professional mechanics in the small aircraft world
and I would appreciate comments from any mechanics here. I don't
think other pilots are the best source of information such as this.
If I have pilot questions, I ask other pilots. Maintenance issues, I
talk to the professionals in that field.

I do think that newer light aircraft are certified to Part 23 and
those standards apply.

The title of Part 23 -
Airworthiness Standards: normal, utility, aerobatic, and commuter
category airplanes

Part 23 was first issued in 1964 and any design certified after then
is under that part. Older ones are CAR 4b and those standards don't
apply. The easy way to tell is to look at your Airworthiness
Certificate and see how it was certified. I think some older designs
may have been Grandfathered, but I am not sure.

Myself, I would treat upholstery on an old CAR 4b aircraft no
different than how an engine is overhauled. Hey - in the old days we
used mineral oil. Would I do that today? No way as the newer stuff
is so much better. If I could bring the interior up to the latest
standards, it is in my best interest to do that. That is all I am
saying. I've been in an aircraft on fire, so that made an impression
on me. I'll take engine failure any day.

Thanks again,

Don

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apply. The easy way to tell is to look at your Airworthiness
Certificate and see how it was certified.

Slight correction here. I looked on a G-IV today and the Part the
aircraft was certified to was on the data plate and not the C of A.
Of course, it will also be on the FAA Type Certificate for any model.

For my own curiosity, I did check Type Certificates for Pipers and
Cessna's. The PA-28 series are CAR 3 and the first Part 23 Piper is
the PA-36. With Cessna the 150, 152 172, 177 and 207 series are part
23 as well as the 400 twins and 500 jets. The 180, 182, 210, 206, and
310 series are CAR 3. And some Cessna's are CAR 4.

I guess the best thing to do would be to check the TC for your
aircraft prior to doing any upholstery work to make sure you stay
legal.

Don

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