BeechTalk - BT

Username Protected · **Posted:** 18 Sep 2024, 15:01

Username Protected wrote:

I'm curious about and never heard of an aircraft turbocharging system that is electrically controlled (i.e. with an on-off switch). Who made it and is it still supported? Is the boost regulated electronically? Are your engines turbonormalized or so they boost above 30 inHg MAP?

turbocharged beech travelairs also have electric wastegates

Username Protected · **Posted:** 18 Sep 2024, 15:08

Username Protected wrote:

Just picked up 1968 D turbo in California, flew it back to Florida. 13.5 to 15.5 most of the time. Trued at 180-190 knots. About 10-15 knots faster than the same model I had several years ago.. plane sat quite a while, took several days of fixing things that supposedly were ready to go. After finally getting it airworthy (even though had a fresh “annual”) it did very vell, except for a few oil seeps/leaks that will be addressed now it’s home. Used or seeped about a quart every 3-4 hours. Only thing that was a bit more troublesome, was the left turbo didn’t shut off when switch was turned off. Tried several times to cycle it, wouldn’t turn off, it was the last leg, and in a few days I’m going to do an oil change and start troubleshooting. If anyone has had this, I could use some guidance.. I’m looking for an Aztec familiar maintenance place in SW Florida if anyone has a good recommendation .. don’t mind traveling a bit, and I have a good list of upgrades planned. Fun plane, just flew it 13 hours over a few days.. SoCal to South Florida. Has original panel, and I just bought a few screens , radios, engine monitor, etc to upgrade, so could use an avionics shop recommendation as well.

I'm curious about and never heard of an aircraft turbocharging system that is electrically controlled (i.e. with an on-off switch). Who made it and is it still supported? Is the boost regulated electronically? Are your engines turbonormalized or so they boost above 30 inHg MAP?

Username Protected · **Posted:** 08 Oct 2024, 21:05

Getting ready to go look at an Aztec. Has low hour since overhaul engines, but it sat for a few years when the owner got sick. Broker said they preserved the engines. They always say they preserved the engines.

Cylinders are easy enough to scope. Those TIO-540's have the oil filler on the top of the case, correct? Can you stick a borescope in there and see part of the cam and lifters?

Username Protected · **Posted:** 08 Oct 2024, 21:34

Username Protected wrote:

Getting ready to go look at an Aztec. Has low hour since overhaul engines, but it sat for a few years when the owner got sick. Broker said they preserved the engines. They always say they preserved the engines.

Cylinders are easy enough to scope. Those TIO-540's have the oil filler on the top of the case, correct? Can you stick a borescope in there and see part of the cam and lifters?

You really can’t see anything without removing at least one cylinder

Username Protected · **Posted:** 08 Oct 2024, 23:21

Username Protected wrote:

Getting ready to go look at an Aztec. Has low hour since overhaul engines, but it sat for a few years when the owner got sick. Broker said they preserved the engines. They always say they preserved the engines.

Cylinders are easy enough to scope. Those TIO-540's have the oil filler on the top of the case, correct? Can you stick a borescope in there and see part of the cam and lifters?

You really can’t see anything without removing at least one cylinder

Username Protected · **Posted:** 09 Oct 2024, 00:28

Username Protected wrote:

You really can’t see anything without removing at least one cylinder

That's not what I wanted to hear Norman!

Username Protected · **Posted:** 09 Oct 2024, 10:22

I can only imagine a world if Tucker had not purchased Franklin engines and ran them into the ground. Franklins have a top case cover that is easily removed for these exact reasons. No reasons to crack the case or remove cylinder(s) which a high threat on reassembly.

Franklin is the smoothest running piston I have ever flown and have no trouble finding overhaulers or supply of parts.

Username Protected · **Posted:** 09 Oct 2024, 12:48

Thats great info, friend just got a really pretty stinson with a low time franklin.

Username Protected · **Posted:** 09 Oct 2024, 16:03

The Franklin has that top cover to allow easy ejection of parts when the crankshaft breaks...

It's their Achilles heel.

Username Protected · **Posted:** 09 Oct 2024, 16:03

On a 540 (at least the type in an Aztec) you can put a borescope, one with an articulating end, into the dipstick tube and get a view of the cam lobes for #3 and #4 and a semi view of one of the #3 lifter faces.

I did this on a prospective purchase this week and sure enough the lifter face was rusty. This was a 540-D4A5. This was on a plane which has sat for 4 years and the seller removed the #1 cylinder to confirm the condition of the cam. Sure, the cam at #1 was fine, but the lifters have gone rusty and so in 100-200hrs they will come apart and wear down the cam, then it's big ££ time.

Username Protected · **Posted:** 10 Oct 2024, 07:42

Franklin Reminds me. I remember seeing advertisements for a STC to install 220 Franklins on an Apache with nose and tail similar to Geronimo but longer single side windows.

Was it a one off or did a few get the STC?

Also was there ever a mod to replace the fragile Apache nacelle tops with the 235 Apache or Aztec nacelle tops? The Apache setup is nice for access but easy to damage. I see the Miller Conversion cowls had a squared off nacelle aft end but I have not seen one in person to know if they were fiberglass or aluminum.

Has anyone made a repair for the wear between the bottom nacelle aft end and the extruded diagonal rib braces on the bottom of the wing going forward? The small contact point wears through the rubber channels and into the lower wing reinforcement.

I did notice replacing a G model windshield a bonded step of plexiglass along the aft edge to help hold the windshield in on the old windshield. New windshield did not have the step.
Would this be required with the higher allowable speeds of the G or Aztec?

Username Protected · **Posted:** 17 Oct 2024, 12:31

If anyone with a -150 Apache who has the nacelle fairings install have a copy of flight manual supplement 11, I could really use a copy as it’s the last piece of the puzzle in my 150 to 160 field approval upgrade saga.

Username Protected · **Posted:** 17 Oct 2024, 12:53

Username Protected wrote:

If anyone with a -150 Apache who has the nacelle fairings install have a copy of flight manual supplement 11, I could really use a copy as it’s the last piece of the puzzle in my 150 to 160 field approval upgrade saga.

I am not sure if the nacelle fairings came with a flight manual supplement. It may be one of those “performance as good or better than original” upgrades. I have never seen one. Probably all they do is a slight increase in cruise. You should have an STC and a 337 referenced in a log entry.

Username Protected · **Posted:** 17 Oct 2024, 13:07

The original Piper inboard nacelle aluminum fairings are covered by a one page supplement to the original Report 832, which is the flight manual. These are installed under Service Letter 307.

If you have the inboard and outboard nacelle fiberglass fairings, those are an STC, currently owned by Diamond Aire in Kalispell MT.

What serial is your plane? There was a range of PA-23 serials that could have the 3500 or 3800 gross weight, with the 150 hp engines, if they had certain equipment installed. The PA23-160 model arrived in 1958, at serial 1183, and was 3800 gross weight.

Username Protected · **Posted:** 17 Oct 2024, 14:45

Username Protected wrote:

If anyone with a -150 Apache who has the nacelle fairings install have a copy of flight manual supplement 11, I could really use a copy as it’s the last piece of the puzzle in my 150 to 160 field approval upgrade saga.

I'd go on the Apache FB Group. Tons of info ...and this is BeechTalk...

The Piper Aztec/Apache thread