Radio Calls at Uncontrolled Fields

Piper Cherokee 140 Excessive Vibration During Takeoff

Sat, 25 May 2024 07:56:32 GMT

Piper Cherokee 140 Excessive Vibration During Takeoff

Recently, one of my flight instructors and our general manager tested a Piper Cherokee 140 following maintenance on the oil system. We were having issues with the Oil Temperature. I'll explain that Journey on another blog. Anyway, during the test, everything seemed normal, including the run-ups. Since operations were normal, my team proceeded to take off. Following clearance for takeoff, they lined up on the runway, added power, and immediately were shocked because the aircraft began unusually vibrating—the whole airframe. The takeoff was aborted, and they returned to the Flightline. This was shocking because I flew the plane the day before without issues.

This situation was very frustrating. We spent two weeks troubleshooting the oil system, and now, another issue exists. So we began talking it through. Everything from the fuel pump to bad cylinders was mentioned, so I decided to take my Flight Instructor and Replicate the issue. Once again, start-up and run-ups were fine. However, when at full power, the aircraft excessively vibrated. To troubleshoot, I first isolated the Magnetos, which were adequately functioning; then I tried the Carb Heat, which was fine, and then I tried reducing the mixture. Whala, that worked. The engine purred like a kitten with the mixture halfway to the cutoff.

**FUEL ISSUE**

Following that experiment, we determined a fuel issue. But I couldn't understand what triggered it. We installed a new Carburetor three months ago, and it only had about 200 hours on it. Therefore, my team began troubleshooting the induction System, Fuel Pump, Air intake, and Filter, then re-adjusted the Carburetor settings. As we began re-adjusting it, I wondered why it needed re-adjustment. Was there an underlying problem? Lastly, we adjusted the mixture setting to the stop and couldn't adjust any more. The team subsequently began troubleshooting again. Mixture unit, throttle unit, air intakes again, induction system again. At this point, I began to suspect a faulty Carburetor and purchased one before the weekend from Aircraft Spruce.

The Carburetor was delivered the next day and installed into the aircraft. That fixed the problem.

What is the moral of the story? Sometimes, parts go bad earlier than advertised. I over-summarized the situation because, during the brainstorming sessions, the manufacturer convinced my team that there was no way the Carburetor went bad. However, the A&P IA at the airport stated that new parts go bad. It sucks, but that happens. If you ruled out all other possibilities, call a spade a spade and take action.

I'll explain our fix to the oil system in the next Blog. Happy Flying.

Buying an Aircraft- Columbus, Ohio Edition

Sun, 21 Apr 2024 16:56:06 GMT

I recently purchased an aircraft for Splendid Aviation. We needed another primary trainer who could attract clients who wanted power and technology. Therefore, we chose a Piper Cherokee 180. This aircraft had GPS, a Glass Cockpit, a new paint job, Bluetooth, and full autopilot.

If you're in the market for a trainer, here are some of my thoughts that may or may not help you in your endeavor:

Have funding available at a moment's notice. If the aircraft of your dreams becomes available online, hundreds of like-minded people want that same aircraft. Therefore, it is essential to be ready to travel at a moment's notice to make that purchase.
Make it a job to search for new postings every day. The early bird gets the worm, and you want to take advantage of a great deal.
Hire your own A&P for a pre-buy, and do not trust a Local A&P, especially if you're purchasing from a small town. I have an A&P from New Jersey that I use for the majority of my purchases. Not only does he conduct a thorough pre-buy, but he also flies the aircraft. Out of all my purchases and many mistakes with A&Ps, he's always been a sure bet. Here are some other checklist items to consider:
Ensure you personally look at the details when Inspecting the aircraft.
Check for corrosion on the Spar.
Check for bad or cracked engine mounts.
Check for corrosion on the paint or inside the paint.
Check seats and interior plastics for wear and tear.
Check for oil leaks where the crankcase halves connect.
Check and ensure the Fuel tank vents.
Ensure ALL avionics are correctly working.
Ensure all small details are found in the aircraft books. Here are a few examples:
Ensure completion of the 500 hr inspection for the Magnetos.
Note the hours flown between Annual Inspections (Be weary of Hangar Queens)
Note any significant maintenance conducted in the past.
Note any engine overhauls to include top Overhauls.
Ensure the VFR and IFR Currency is up to date. You want to be able to fly the aircraft home legally.
After spending money on a pre-buy and traveling to see the aircraft, always be willing to walk away, especially if the seller refuses to ferry the aircraft to you or cover the expenses if the aircraft breaks down before arriving at your destination airport.
There's nothing worse than buying an aircraft and getting stuck in Jonesboro, Arkansas, on a Saturday when no services were available. Luckily, the citizens of this great town took great care of us, including the Searcy Aviation. They removed and replaced a bad Magneto. Excellent service and fair pricing.
Lastly, ensure the seller thoroughly familiarizes you with the aircraft before you take ownership of it. Here are some examples:
If the aircraft is equipped with ADS-B In and Out, ensure you can connect it to your device.
Know what that particular aircraft's climb and cruise speeds are.
Know if the engine likes to be primed when it's hot.
This avoids confusion after your first fuel stop.

Lastly, remember that most aircraft you intend to purchase in General Aviation are over 20 years old and will be flawed. You need to consider whether it fits your needs and assess how much you're going to spend in the upcoming year or two. However, if you're looking for an airworthy aircraft that will not cause significant issues in the upcoming year, be wary of a seller not willing to ferry the plane for you.

Communicating with Air Traffic Control

Tue, 22 Nov 2022 12:37:25 GMT

Blog:Communicating with Air Traffic Control

Many pilots fear the unknown with ATC. This includes flying through Bravo, Charlie, or sometimes Delta Airspace for those accustomed to flying in uncontrolled airspace only. Below are some Communication tips to utilize when flying in Controlled Airspace:

First and foremost, radio calls are simple if you utilize this format:

Whom you are calling: Agency's Name or Callsign

Who you are: Your Callsign

Where you are: Where you are in relation to a known point (North, South, East, or West), Distance from the point, and Altitude.

What you want to do: Inform ATC of what you want to do.

Initial Call to Approach or Controlled Tower:

___________ Approach, Cherokee N5129S, ________ miles N/S/E/orW of _____________(A known Point) at ___________feet; I’m a PA-361-236-2079 with a request.

-The approach controller will first locate you on the radar, then ask what your request is. Your response should be

-29S is requesting a full stop at _________ (airport) with Information ___________.

Approach: Cherokee N5129S, squawk ________, state your altitude

29S, Squawking ___________, currently 3000 Ft.

Approach: 29S, you’re radar contact, enter a 3-mile final for runway 13

The tower is the same format. Just expect them to tell you how to enter the pattern.

Radio Calls at Uncontrolled Airports

Mon, 17 Oct 2022 11:38:31 GMT

Radio Calls at Uncontrolled Airports

First and foremost, radio calls are simple if you utilize this format: Read our latest blog for flight school & pilot training programs.

Whom you are calling: Name of Airport

Who you are: Your Callsign

Where you are:Where you are in relation to the field (North, South, East, or West), Distance from the field, and Altitude.

What you want to do: Inform other pilots of what you're planning to do.

Example: Entering a left base for runway 13, Entering a 5-mile final for runway 13, or Entering a 45 left downwind for runway 13.

Arriving at an Uncontrolled Airport:

___________ Traffic, Cherokee N5129S, ________ miles (N/S/E/or W) of the field at ___________ft; Setting up for a ___________ runway______, _________ Traffic

Example: Lockhart Traffic, Cherokee N5129S, 10 Miles South of the field at 3000 ft, setting up for a left downwind for runway 14, Lockhart Traffic.

Departing an Uncontrolled Airport:

___________ Traffic, Cherokee N5129S, Taking runway ___________ for departure to the __________ at ________ft, ______________ traffic

Example: McCampbell-Porter Traffic, Cherokee N5129S, Taking runway 13 for departure to the Northeast at 2,500 feet, McCampbell-Porter Traffic,

___________ Traffic, Cherokee N5129S, left Crosswind, runway ___________, departing to the __________ at ________ft, ______________ traffic

Touch and goes at Uncontrolled Airports:

___________ Traffic, Cherokee N5129S, _______ crosswind, runway ___________, Touch and Goes, _____________ traffic

Example: McCampbell-Porter Traffic, Cherokee N5129S, left crosswind, 13 (I did not say "Runway 13" because it's implied if you say 13), Touch and Goes, McCampbell-Porter Traffic

___________ Traffic, Cherokee N5129S, _______ downwind, runway ___________, Touch and Goes, _____________ traffic

___________ Traffic, Cherokee N5129S, _______ base, runway ___________, Touch and Goes, _____________ traffic

Things to remember

Think before you transmit

Be accurate on your position reports

Stay Calm & Classy

Terrance "TD" Davis