Posted In: Welcome Mat
[size=150]Hi Nicolas;
Welcome,
Please post your questions on this forum.
This forum is set up so members can post their questions and so I can provide a well researched answer.
Our goal is to provide a resource for members to get to know more about other member’s operational and/or maintenance questions, to get answers and to weigh in with their experiences.
How can I (we) help you. By the way, I think the PA 28-235 is an awesome airplane.
Steve[/size]
I
STEVE ELLS wrote:
Hi Alyssa;
I’m pretty sure the strut will have to be completely disassembled so that all the seals, including the hard to get at one can be replaced with new.
It’s very common to just replace the two bottom O-rings and if they’re worn that will be enough, but at some point the hard to get at one will need to be replaced.
I have a question for you.
Based on your response to the engine pre heating question, I’m assuming you’re not new to the airplane ownership game–your references to Lycoming suggestions gave you away.
Jen, the editor/owner of Piper Flyer is always looking for reader written stories. If you’d like to write a story on any subject related to your airplane ownership, or previous flying adventures that may have lead you to owner ship, or why you picked the airplane you picked, or what you like best about your airplane or private flying, I’d like to encourage you.
99% of the photos that accompany my articles are taken with my iPhone 11 so any new photos you want to include will be easy to get; older photos can be digitized–I use an iPhone app called Slidescan for slides or Photoscan for prints.
Your writing seems clear and concise so in my mind you’re all set.
S
Steve, I apologize as I totally missed this response. Actually I am a brand new pilot and first time airplane owner. I bought my Cherokee while working on my Private Pilot certificate. That said, I did and continue to do literally tons of reading and research on how to own and maintain my plane. I do have a somewhat mechanical background (having wrenched on my own cars) so that helps but I also have a strong desire to know as much as I can about my aircraft.
So I realize that’s probably not what Jen would be looking for, but if there’s ever a desire for the perspectives of a student, now low-time private pilot’s perspective on buying an aircraft or the ownership experience I’d be happy to write up some content for you folks.
Sure I can write something up. Post it here or send it to you?
Hi Nicolas,
Thanks for getting back to me so quickly.
Good due diligence. With a very reassuring result.
We are always looking for pertinent copy.
Are you interested in writing something describing your experience buying and importing your airplane from Canada.
For instance, I just wrote an article–to be published soon–describing the steps necessary to fly my Comanche into Mexico.
I can’t recall one recently describing buying and importing an airplane from Canada.
Best,
Steve
Hi Steve,
I imported my bird from Canada, where is had been since the 1980. It has a total of 3284 hours on it. The wing spar inspection is not necessary as the aircraft doesn’t meet the Factored Service Hours calcs. It had an annual in September and then I had them perform a second annual in November (as annual can be no older than 60 days on importation to the US). At that time I had them perform a borescope visual inspection of the spars. Zero rust anywhere.
Transport Canada require that every flight of the aircraft is logged in an “aircraft journey log” so in addition the journey logs going back to 1980 (1200 hours at that time) were evaluated and confirmed the aircraft was never used in a club or flight training.
Hi Nicolas;
Welcome. My name is Steve; I moderate this column so when ever you post here I will probably be the person that replies initially. Other members are always encouraged to weigh in.
I encourage you to click on the “magazine” tab at the top of the page. That will give you options to click on articles in the data base, and the opportunity to access the magazine archives. There you’ll find many articles that will help your with many aspects of Piper airplane ownership.
I have a question. Did you and your mechanic do the “factored hours” calculations in airworthiness directive AD 2020-26-16? What was your factored hours number?
Did you get the bolt hole eddy current inspection done?
You have a good looking, well equipped airplane based on the pictures.
Please let me (us) know what we can do for you by posting here on the forum.
Best,
Steve
Hello! New member here in Las Vegas. Proud owner of N365NG a 1968 Cherokee 235 C.
Hi Christopher;
My go-to sources for Piper strut packing kits—the same kit works for all 3 struts on your Cherokee—is McFarlane Aviation. http://www.mcfarlaneaviation.com . The kits cost around $20 each.
They can also be purchased from Aircraft Spruce and Specialty (www.aircraftspruce.com) and other aircraft supply houses.
I suggest you go ahead a buy three; at some point all of the struts will need complete rebuilds.
I suggest you bite the bullet and completely repack the struts; there’s a good chance they haven’t been completely disassembled, cleaned and rebuild for years, maybe decades.
The Granville strut seal may work for a while but in my opinion it’s similar to just replacing the easy to replace o-rings in that it’s more like a band aid than a complete repair.
You might want to ask you mechanic to comply with Piper Service Bulletin SB1385A, an inspection to determine if there’s any wear in the main landing gear leg connections.
I’ve attached the SB.
Steve
Late welcome, Alyssa!
I’ve been lurking on this thread as my 235 came to me with similar squawks. My fuel quick drain on one of my tip tanks is finicky and leaky and you really have to play with it to seal after draining fuel. I first tried just cleaning my quick drains (they were filthy!) I purchased a couple of new CCA-1550 Curtis drains but haven’t installed them yet (had a mess draining fuel, so flying to burn the fuel out a bit). Install looks easy enough, I have the special socket for the CCA-1550 as well as the sealant for the new quick drain thread. I’ll see how a new one goes.
The other is the main struts. I had them both serviced as soon as I got the plane because they were collapsing to full compression during taxi. One of them still seems “leaky” (a little dried strut juice from the left main strut service port on top of the wing after every flight). I want to try Granville’s next. The A&P that serviced them didn’t want to use it (!), so I’m going to go to another A&P that will. :/ After that, full rebuild would be the next step.
I will say, after the mains were serviced, they feel like landing on pillows now. So that’s good, right?
I’m kinda in the same spot you are. Got my ticket back in March, bought my 235 and now building hours while studying for IFR. Best time I’ve had since I learning to SCUBA dive. 😉
Enjoy the plane!
Hi Alyssa;
I’m pretty sure the strut will have to be completely disassembled so that all the seals, including the hard to get at one can be replaced with new.
It’s very common to just replace the two bottom O-rings and if they’re worn that will be enough, but at some point the hard to get at one will need to be replaced.
I have a question for you.
Based on your response to the engine pre heating question, I’m assuming you’re not new to the airplane ownership game–your references to Lycoming suggestions gave you away.
Jen, the editor/owner of Piper Flyer is always looking for reader written stories. If you’d like to write a story on any subject related to your airplane ownership, or previous flying adventures that may have lead you to owner ship, or why you picked the airplane you picked, or what you like best about your airplane or private flying, I’d like to encourage you.
99% of the photos that accompany my articles are taken with my iPhone 11 so any new photos you want to include will be easy to get; older photos can be digitized–I use an iPhone app called Slidescan for slides or Photoscan for prints.
Your writing seems clear and concise so in my mind you’re all set.
S
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