Podcast appearances and mentions of piper arrow

How to identify CamGuard in an oil analysis, erratic idles, how to check the oil, and what the wrong prop does to an engine are on tap for the latest episode. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Tan has a 1968 Piper Arrow 180. He has an erratic idle as the engine warms. Mike and Paul said it sounds like maybe sticky valves. He and his mechanic haven't done the wobble test. It almost can't be a spark plug, Mike said. Colleen said it could be an ignition harness. Paul suggest he could do an in-flight mag check to help verify. Even though it should start with morning sickness, Paul said it's not unlikely that it's a sticky valve. Fuel could also be an issue, as they've cleaned the injectors, which Mike, Paul, and Colleen think they induces more problems than it solves. Dicky is concerned about his last oil analysis report. Some of his wear metals are much higher since he's been using CamGuard, and he's wondering whether that's normal. High calcium and high phosphorus are CamGuard's signatures on an oil analysis, according to Mike. One thing Mike noticed that Dicky didn't ask about was high silica, indicating dirt in the engine. High silica usually brings high wear metals because the dirt acts to scrub the cylinders. Dicky said he had a problem with his air filter box, and had replaced a part. Enock is trying to settle a flight school debate. He checked the oil and the instructor asked if he screwed the dipstick back in when checking it, or if he just tapped the stick to the top of the tube. Everyone he asked at the school had a different answer. Paul said he screws it back in to check. Colleen agrees. Mike said all the readings should be taken with a grain of salt. He recommends running about two-thirds full. Many type certificate data sheets have a minimum level. And the only somewhat accurate reading is the first one of the day when the oil has time to fully drain back into the sump. Rex is doing his best to follow the hosts' leaning guidance. He has an RV-8 with an IO-360 engine with high compression pistons and e-mags and a fixed pitch propeller. He isn't able to lean full throttle, but he can at cruise power. Mike clarifies that the guidance to leave the throttle full forward was for constant-speed propellers. Operating lean of peak slows the combustion event. The flame front takes longer to propagate. Engines don't like lean of peak if the rpm is too high because the faster speed of the engine doesn't like the disparity. Mike said he lowers rpm while keeping the throttle full before he leans. Then Rex makes an off-handed comment about his prop pitch, which the hosts quickly pick up on. They are convinced he has the wrong prop. He's only getting 2400 rpm at full power in cruise. He also had a denotation event, and is trying to determine what the normal timing is supposed to be.

An owner wants to know if he should tear down his engine after harvesting some corn with his prop. Plus, the benefits of flying oversquare, why you should use the boost pump at higher altitudes, and pre-flight procedures. Send your questions to podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: John wants to know if he can manipulate the rudder on his club's 172 during a preflight. Another club member told him he would stress the nosewheel steering by doing that, but the hosts agree that John that was right. Paul explains that the tension on the rudder pedals is created by springs that pull the pedals to the firewall. The steering bungees are between the rudder pedals and the nosegear, not the rudder. The rudder may move the pedals a little. Bigger stress is when you move the pedals from the cockpit without the nosewheel moving, but even so, Paul said the system is made to do that and is unhurt by those checks. Jeff had a botched landing in his Super Cruiser and hit some corn at full power, and he is wondering whether or not he had a prop strike. The engine didn't seem to have an rpm drop, and the prop was undamaged. Mike said there's two possible outcomes. The first is that he didn't have a prop strike because there wasn't a reduction in rpm. If Jeff thinks he had an rpm reduction, the AD requires the accessory case to be removed, but not torn down. In all the prop strike events Paul has been involved with, he's never seen rotational damage due to a prop strike. Magnetos are usually the first thing to be damaged. He said he thinks it's also unlikely there wasn't an rpm reduction as it slashed through the corn, and he thinks Jeff is subject to the AD. Tyler is looking at buying a turbo Piper Arrow and he has questions about turbocharging. He wonders about the diminishing returns of oversquare or overboost as it relates to reduced longevity. He's also worried about boot strapping, which Paul said is self-limiting. Mike said the highest amount of oversquare allowable within the operating envelope is the most efficient place to operate. It's important to remember that the chart is rich of peak, and lean of peak provides more of a detonation margin. Mike said the abuse to worry about is horsepower per cubic inch. Fred's engine on his Cirrus had a hiccup and he's wondering why. He was at 10,000 feet climbing in the clouds. One cylinder was getting hotter, and one had passed 400, so he leveled off, things cooled off, and he started climbing again. Just as he leveled off he tried to do the big mixture pull, it stumbled, so he pushed it forward and it still stumbled. The hosts quickly figure out he had vapor lock. Paul said a lot of Cirrus pilots run the boost pump on low all the time. Mike does that on his 310. With a hot engine and high altitude, the fuel is vaporized, so the boost pump helps move things along a bit. 

Miles O'Brien joins Todd Curtis and John Goglia to discuss two fatal general aviation accidents that involved aircraft that were just out of maintenance. In focus are the decisions and actions pilots and maintenance personnel could have taken to avoid the crashes or make them survivable.One crash involves a Piper Cherokee on its second flight after an oil pressure line was replaced. The pilot did not do a basic preflight check or notice a five-foot diameter oil stain under the aircraft. The engine failed shortly after takeoff, and the pilot crashed while attempting to make a 180° turn back to the airport. The pilot and a passenger were killed.In a similar accident, a Piper Arrow on its first flight after maintenance had multiple issues, one involving one of the aircraft's navigation systems and the other involving an oil leak. The pilot contacted ATC about wanting to return because of navigation problems, but soon after, the engine failed. Two people were killed in the crash. The NTSB found that when part of the avionics was replaced, a required gasket was not included. That caused the oil leak that led to the engine failure. These disasters could have been avoided with better preflights. The detectives share their experiences and observations of overly casual preflight inspections. Pilots should focus on preflight planning for any non-routine flight and review in detail any work done on an aircraft on its first flight after maintenance.Don't miss what's to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.Music: “Inspirational Sports” license ASLC-22B89B29-052322DDB8 https://flightsafetydetectives.com/navigating-the-risks-of-post-maintenance-flights-episode-217 Don't miss what's to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website. Music: “Inspirational Sports” license ASLC-22B89B29-052322DDB8

Engine failure or malfunction involving Piper Aircraft Corp PA-28-181, registration VH-FEY, 12 NM WSW Jandakot Airport, WA on 20 April 2023I chat with pilot Michelle Yeates on her experience ditching off the coast of Fremantle.ATSB Progress ReportChannel 9 News Report on Ditching accidentSupport the showEmail: info@trentrobinsonaviation.com.au Facebook: http://www.facebook.com.au/trentrobinsonaviation Instagram: http://www.instagram.com/trent_robinson_aviation YouTube: https://www.youtube.com/@flighttrainingaustraliaTicTok https://www.tiktok.com/@flighttrainingaustraliaPodcast Episodes: http://www.flighttrainingaustralia.com.au

Air boss, controller, and private pilot Wayne Boggs took the opportunity to ferry a Piper Arrow across the Caribbean, and ended up in an encounter with instrument conditions, without a rating.

Today's guest is new to the Canard Community. Evan Winick is a cautious IFR pilot who bravely negotiates the legendary New York City Airspace regularly in IMC condition. Since he received his pilot license in 2005 out of Queen City KXLL, Evan flies 150 hours a year on business as well as making several trips to Florida. He hopes to reduce his flight time to 75 hours a year because his 2006 Thomas Brusehaver built Cozy MKVI is about twice as fast as the Piper Arrow he's been slogging back and fourth with for many years. Evan and his wife Miriam call Allenstown Pennsylvania home where they raised two children, Tristan and Chelsea. Evan owns a business installing and configuring management systems and controls for industrial buildings. The technical skills required for that work makes him well suited to upgrade the base VFR plans built panel in his Cozy to a beautiful full Garmin based flight deck. Evan is not entirely new to experimental aircraft. He is a past caretaker for N30ZA; a Zenair CH 2000 Zenith. Evan continues to develop his canard piloting skills and gaining confidence in his new canard N40TD based at Queen City in preparation for the new flying season. --- Support this podcast: https://anchor.fm/rutancoba/support

Building Your Own Home Cockpit: Part 2 - Build and Configure We've presented webinars on Building a Home-Based Airliner Cockpit and 3D Printing. Now, we tie everything together to help you leap into the world of home cockpit building. Participants will learn how to interface purchased and 3D printed components into their flight simulators. You'll be shown every step of the way, including design, 3D printing, and programming it to work with the flight simulator using open source software. Part 1 was presented live on March 12, and we recommend watching the recording prior to this session. However, you're welcome to join live either way for a great show! In this webinar, we're covering how to build and wire the flaps module, followed by a detailed overview of connecting the flaps module to software and getting it talking to your flight simulator. Related Videos The following FSA Webinars and FlightSimExpo presentations help provide background on this subject: Part 1 of this Two-Part Series, with Captain Bob and Sebastian Möbius Your First DIY Home Cockpit Component, presented by Jon Coughlin Climbing Above Home Cockpit Barriers, by Captain Bob Build Your Home Cockpit with Open Source, by Sebastian Möbius Get Started Now! Of course, you can just watch along as Sebastian and Trevor build the flaps module. However, we think you'll have a lot more fun if you build along with them. If you have (or have access to) a 3D printer, consider printing the requisite items and purchasing the basic components in advance of this session. Access the parts list here. Presenter Bios: Sebastian Möbius is the creator of MobiFlight, an open source solution for building home cockpits. Since 2014, Sebastian's software has been the "link" between home-made flight simulation parts and flight simulators. In "real life", Sebastian is a software developer who also holds a Commercial Pilot Certificate. He owns and regularly flies a Piper Arrow. Trevor Olsen, also known as "Captain Bob", runs CaptainBobSim.com and the Captain Bob Flight Simulation channel on YouTube. A "highschooler who builds home cockpits", he is building a Cessna 172 home cockpit on YouTube, sharing plans and progress for others to benefit from every step of the journey. He created CaptainBobSim.com with the goal to let people have fun in this hobby, share information, and inspire others to get started.

Willy and Martyn talk about the amazing legacy of Just Flight as one of the premier flight simulation add-on studios for the last two decades. In a great conversation about past successes, the current acclaim of the Piper Arrow and upcoming releases, Martyn discusses his journey from flight simulation enthusiast to studio professional. Set to a great mix of music, Willy will also give away a free copy of the Piper Arrow III for Flight Simulator 2020 to one lucky listener.

In this episode we chat with Cardinal Aviation client Steve Fekete. Steve got his private pilot's license in 2017, bought his Piper Arrow in 2018 and his instrument rating in 2019. As the ink was drying on his new IFR rating he set out to cross off a bucket list trip flying his Piper Arrow over 1600nm IFR trip from Alberta to Texas to visit his family. Steve shares what the experience was like and some of the lessons that he learned along the way. 

Join us as we chat with Devin Miller, GA pilot and creator behind the Youtube channel, Family Pilot. Devin shares the story of a recent flight with his wife and children in a Piper Arrow, in which his throttle cable breaks and leaves the engine stuck at full throttle. To see Devin’s Youtube video of the incident, click here.

This week Don and I discuss some useful tips for buying an airplane including how to research, what to look for and how to approach the owner. Then we talk about some interesting considerations with Piper Arrows and cool mods for light jets.

I’m back!  I know it’s been a while since I’ve produces a new episode for the podcast, and it’s good to be back. Today, we are talking about an engine failure in a Piper Arrow, that caused an off-airport crash landing in a farm field.  Thankfully, in this case, no one was injured. The reason […]

Today, we’re talking about Piper Arrow landing gear.  Specifically, an airplane that landed at SHD recently and the nose gear light did not illuminate.  Listen to this episode to find out why the light did not come on, and some troubleshooting tips to think about. We also cover several other fun things right in the […]

This week, we hear from our friend Arthur Billingsley to continue our conversation about the Cessna Cardinal. Art tells us what it was like to own, fly and maintain a Cessna 177RG, and why he chose the Cardinal over competing aircraft such as the Mooney 201 and Piper Arrow.

This week, thanks to a listener request, we are covering the Piper Arrow series of single-engine airplanes. We also talk about a new weekly live stream series we want to start for current and future aircraft owners, as well as aircraft mechanics and pilots. Plus, aircraft ownership news, the tip of the week, and your feedback.

In July 2017, Glynn Falcon had a crash while taking off in his Piper Arrow at the Reid-Hillview Airport in San Jose, CA. His plane was there for maintenance, and he was planning to fly it back to his home airport in Marina, CA. Immediately after rotation, he observed that the aircraft made an uncommanded roll to the left. Realizing he was unable to control the aircraft, he pulled the power, and the plane was destroyed in the crash. Glynn survived with minor injuries. In this episode, he describes the factors that led to the crash, and what he learned from his first flight instructor that helped him avoid what is often a fatal accident type. Here’s what I teach my students from day one. When you’re checking the controls, take ahold of the yoke and stick and stick your thumb straight up. Then when you move the yoke or stick, your thumb will be pointing at the aileron that is supposed to be up. If you do that religiously, every time you do a run up, you’ll avoid ever taking off with the controls connected backwards. And this is a mistake that even test pilots make. In 2006, the sole prototype of the Spectrum 33, which was a $3.6 million business jet, crashed on takeoff, killing both pilots. Witnesses reported that the plane entered a right roll and immediately cartwheeled when the right wing hit the ground. According to the NTSB, the ailerons were linked in a manner that reversed the roll control, such that the left roll input from the stick would have deflected the ailerons to produce right roll of the airplane, and vice versa. Prior to the accident, the aircraft had undergone extensive maintenance, including removal of the main landing gear, which required disconnection of a portion of the linkage control systems. Click here for the listener survey. Tell us what flight planning tools you use when planning a longer flight. Please visit my new Patreon page and make a contribution to help me with my goal of improving the AviationNewsTalk.com website. You can Dictate a listener question from your phone and I’ll try to answer it on a future show, or send an email.

Fred Tecce started flying when he was 21, and eventually earned all of his ratings. He had to take a brief hiatus while attending Law School full time, but quickly made up for the lost time by buying a Piper Arrow, which he owned until 1994, and then a Beech Duke, which he still owns. Fred specializes in Aviation Law and, more recently, Intellectual Property Law, and has frequently used his airplane for business. His public appearance career began with a local television show in Philadelphia, and grew into national appearances on all the major networks as an expert on legal and aviation issues.