August 2013
Q: Hi Steve,
I’d like your recommendations for a Piper airplane that I can use to haul building supplies, gear, and people back and forth from a paved airport to a lodge I’m building.
A lot of people have told me to get a Cessna 206 but I’ve been flying Pipers for the last seven years and I like the low wing, and my research shows that Pipers are cheaper than Cessnas.
What do you recommend?
—Lodge Hauler
A: Dear Lodge,
The Cherokee Six 300 is an excellent load hauler and bush-style airplane. A Cherokee Six will do this job and do it well.
One of the big advantages of the Six over the 206 is cost. Since both airplanes are “trucks” and the high-wing 206 is easier to use as a floatplane (high-wings are easier to dock) there are more clean, low-time Sixes on the market than there are 206s. The Six can haul a huge load, has a bigger cabin and baggage door than the 206, and is also tough as nails.
In addition, many models of the Cherokee Six are equipped with club seating. Club seating positions the four seats in the passenger area so that the two rows of two seats face each other—this allows the passengers to visit and talk together during flight.
Cherokee Six 300 is the model you want especially if you’re flying into the mountains. The carbureted 260 hp model is sufficient for hauling loads in low-altitude environments but doesn’t cut it at higher altitudes.
As with all airplane purchases you want to control the pre-purchase survey. Find a Piper authorized service center or an experienced Piper mechanic to perform the survey. Areas to pay particular attention to include inspection of the wing spars behind the fuel tanks (for corrosion); the wing spars’ attachments; the landing gear (for security and worn parts); and the stabilator brackets and balance weight security.
If the strip you’re using is rough, you should consider the purchase of a large nosegear fork. This mod allows the installation of a larger (8.00 x 6) nosegear tire. That change—and the substitution of 8.00 x 6 tires for the stock 6.00 x 6 tires and tubes on the mains—enables the Six to safely operate into and out of much rougher fields. Airglas Manufacturing of Anchorage, Alaska sells the large nose fork kit. (See page 42 for a flight test of the Cherokee Six 300. —Ed.)
Q: Hi Steve,
I just bought a Cherokee 180 that has an Aviation Development Corp. (ADC) oil filter installed. This system has an adapter installed on the engine. Two hoses run between the adapter and an aluminum housing mounted on the firewall. My mechanic says it’s legal and he likes it because the stainless steel screen is reuseable, which means I don’t have to buy an $18 oil filter at every oil change.
He also pointed out that this one has a light on the dash. He explained that if the light ever goes on while I’m flying it means the filter is clogged up and a bypass path around the screen has opened up to continue to provide lubrication—and that I need to land right now.
I’m okay with this system, but my mechanic said the company has gone out of business and there’s no place to buy new seals or screens. Is that right?
—Screenless
A: Dear Screenless,
I’m afraid your mechanic is right. The original owner of ADC, Joe Brewer, has closed up shop after 26 years. The ADC oil filtering system did provide the unique benefits you mentioned. It also provided additional oil cooling due to its aluminum housing construction. Unfortunately, there is no longer a stock of FAA approved replacement screens or O-rings.
ADC’s property, which includes drawings, vendor lists, FAA approvals, and two STCs—one for a long list of approved airframe installations, the other for an equally long list of engine installation approvals—is for sale.
In order to put the ADC system back into production the purchaser would need to work with its local FAA offices to transfer the STCs, obtain parts manufacturing approval (PMA) and comply with the requirements to maintain the approvals. The complete package is being advertised for sale on eBay.
Garner Rice at FletchAir can answer questions. See Resources for more information.
Q: Hi Steve,
I have a Piper Comanche and just found out about an AD note on the tail. What do I have to do, when do I have to do it, and how much is it going to cost?
—Piper Pete
A: Dear Pete,
The AD you’re referring to is 2012-17-06. It requires that the aluminum stabilator horn be removed from the stabilator torque tube and inspected for cracks within the next 100 hours time in service (TIS) after Oct. 22, 2012. Piper addresses this in its Service Bulletin document SB 1189.
In order to remove the stabilator horn, the stabilator torque tube must be removed from the airplane. Removal of the torque tube requires that the left and right stabilator surfaces be slid off the tube, the stabilator trim drum mounting unbolted, the cable secured on the drum and the assembly set aside, and one stabilator control cable be loosened and bolts removed so that the balance weight can be slid off the forward end of the stabilator control tube. Then the torque tube bearing blocks can be unbolted and the torque tube assembly removed. Once the horn is removed the inspection for cracks is completed by visual and dye penetrant methods.
If a crack is found, owners have two options: install a new horn or install a serviceable used horn. If a new horn is installed the inspection must be done again after 1,000 hours TIS or 10 years, whichever comes first. If the original horn is reinstalled or a used serviceable horn is installed, the inspection must be done again after 500 hours TIS or five years, whichever comes first.
I have already completed this inspection on my PA-24. It was made easier since I had done the torque tube corrosion inspection detailed in Piper SB 1160 four years ago.
After I removed the torque tube assembly I took it to the Comanche maintenance experts at Johnston Aircraft in Tulare, Calif. They pressed off the elevator horn and did a very thorough dye penetrant inspection. My elevator horn passed.
I reassembled the tail in accordance with the instructions in the service manual, noted compliance in my Comanche service records and entered a notation on my calendar to remind me of the due date the next inspection.
One option for owners who don’t want to go the dye check/reinstall route is to buy a new stabilator horn and install it. A new horn for my model Comanche can be purchased for just under $700. Again, installing a new horn means that the next inspection is due in 1,000 hours TIS/10 years instead of 500 hours/five years.
Happy flying.
Know your FAR/AIM and check with your mechanic before starting any work.
Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and the proud owner of a 1960 Piper Comanche. He lives in Paso Robles, Calif. with his wife Audrey. Send questions and comments to editor@www.piperflyer.com.
RESOURCES >>>>>
Airglas, Inc.
airglas.com
FletchAir, Inc.
fletchair.com
Johnston Aircraft Service
johnstonaircraft.com
