Questions about the Piper Aztec C
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Questions about the Piper Aztec C
Hi!
New pilot here! Just started doing some training on a Piper Aztec C (to get twin certified) and we're looking for some expert opinions on some recent observations:
1. After filling up our inboard fuel tank, we've found that there is a steady fuel leak coming from the lowest drain port of the wing. After doing some research, some people say "your bladder is leaking, you must get that replaced right away", some say " there is probably just a bad seal, just don't fill your fuel as high". Any trouble shooting tips on this?
2. 4 of us went up in the Aztec on a 90F degree day and we found that the oil temp consistently runs above 200F. Even with cowl flaps open, if the climb is too aggressive, the oil temp will get up to 220-230F. Is this just the downside of the Aztec? What oil temp do you generally feel comfortable running at?
3. One of the gauges that came with the plane is not properly labeled, but it cycles through all 6 cylinder on both engines so we think it is the exhaust gas temp. During cruise, it reads at around 630.....there is no units so we assume that is 630C, however that would only be like 1,170F. My only other experience is flying in a Piper Cherokee (which had exhaust gas temps of 1,400F-1,5000F) so that reading seems really low to me. Any insights on this would be greatly appreciated.
Thanks so much!
New pilot here! Just started doing some training on a Piper Aztec C (to get twin certified) and we're looking for some expert opinions on some recent observations:
1. After filling up our inboard fuel tank, we've found that there is a steady fuel leak coming from the lowest drain port of the wing. After doing some research, some people say "your bladder is leaking, you must get that replaced right away", some say " there is probably just a bad seal, just don't fill your fuel as high". Any trouble shooting tips on this?
2. 4 of us went up in the Aztec on a 90F degree day and we found that the oil temp consistently runs above 200F. Even with cowl flaps open, if the climb is too aggressive, the oil temp will get up to 220-230F. Is this just the downside of the Aztec? What oil temp do you generally feel comfortable running at?
3. One of the gauges that came with the plane is not properly labeled, but it cycles through all 6 cylinder on both engines so we think it is the exhaust gas temp. During cruise, it reads at around 630.....there is no units so we assume that is 630C, however that would only be like 1,170F. My only other experience is flying in a Piper Cherokee (which had exhaust gas temps of 1,400F-1,5000F) so that reading seems really low to me. Any insights on this would be greatly appreciated.
Thanks so much!
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Answers, (though I only flew Aztec A, E & F).
If a tank is leaking, have it serviced. It could be a leaking bladder, which is a big job, or a leaking fitting, 'could be a small job. You should not have any concerns about how much fuel you take on because of a fear of leaks. If you have determined that it only leaks when full up, report that to maintenance, it will help with trouble shooting.
Yup, four up in an Aztec with a full few load on a hot day could get the oil temp over 200. That should be within limits, but if I'm seeing 225F, it's time to ease off on demands for performance in those conditions. I feel comfortable running 180F, and will tolerate 205F. 225F makes me nervous, other than for a very brief period, and I know why it's running hot, so I don't sustain it.
Seeing an EGT in celcius would be odd, but possible, I suppose. 1170F would be possible at a lower power if full rich. Lean the engines while watching for an increase, and you'll know what that instrument does. Or, better yet, while you're talking leaking fuel tanks with maintenance, ask them to identify and label that instrument, as well as confirming that it's working correctly.
An Aztec C is not a plane that people are probably pouring money into to upgrade, but that does not mean that you should accept a lower standard of airworthiness.
For your own sake, understand which engine has the hydraulic pump, so you'll know which engine failing means you need to pump the gear and flaps up. And, if you find yourself on a longer flight, cycle the gear up every half hour or so. If it takes a second for the gear lever to spring back to neutral, you know that the main gear had started to creep down a little. The Aztec F I used to fly would do that, and when everything was uniform quiet in the cockpit, you could actually hear the slipstream noise change as the main gear doors crept open an bit.
If a tank is leaking, have it serviced. It could be a leaking bladder, which is a big job, or a leaking fitting, 'could be a small job. You should not have any concerns about how much fuel you take on because of a fear of leaks. If you have determined that it only leaks when full up, report that to maintenance, it will help with trouble shooting.
Yup, four up in an Aztec with a full few load on a hot day could get the oil temp over 200. That should be within limits, but if I'm seeing 225F, it's time to ease off on demands for performance in those conditions. I feel comfortable running 180F, and will tolerate 205F. 225F makes me nervous, other than for a very brief period, and I know why it's running hot, so I don't sustain it.
Seeing an EGT in celcius would be odd, but possible, I suppose. 1170F would be possible at a lower power if full rich. Lean the engines while watching for an increase, and you'll know what that instrument does. Or, better yet, while you're talking leaking fuel tanks with maintenance, ask them to identify and label that instrument, as well as confirming that it's working correctly.
An Aztec C is not a plane that people are probably pouring money into to upgrade, but that does not mean that you should accept a lower standard of airworthiness.
For your own sake, understand which engine has the hydraulic pump, so you'll know which engine failing means you need to pump the gear and flaps up. And, if you find yourself on a longer flight, cycle the gear up every half hour or so. If it takes a second for the gear lever to spring back to neutral, you know that the main gear had started to creep down a little. The Aztec F I used to fly would do that, and when everything was uniform quiet in the cockpit, you could actually hear the slipstream noise change as the main gear doors crept open an bit.
And on the subject of gear/flap levers. Don't be in a hurry to retract the flaps after landing - make a conscious effort to identify which lever you are about to move. I know there is a technique of retracting the flaps to increase wheel braking effect but there is the obvious risk of mis- selection. Having nearly done that myself I made it a rule to touch the flap lever - say "flaps" - and only move it when satisfied.
Hi!
New pilot here! Just started doing some training on a Piper Aztec C (to get twin certified) and we're looking for some expert opinions on some recent observations:
1. After filling up our inboard fuel tank, we've found that there is a steady fuel leak coming from the lowest drain port of the wing. After doing some research, some people say "your bladder is leaking, you must get that replaced right away", some say " there is probably just a bad seal, just don't fill your fuel as high". Any trouble shooting tips on this?
New pilot here! Just started doing some training on a Piper Aztec C (to get twin certified) and we're looking for some expert opinions on some recent observations:
1. After filling up our inboard fuel tank, we've found that there is a steady fuel leak coming from the lowest drain port of the wing. After doing some research, some people say "your bladder is leaking, you must get that replaced right away", some say " there is probably just a bad seal, just don't fill your fuel as high". Any trouble shooting tips on this?
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This is scary, to me, having been a partner in a B Aztec and a D Aztec. You don't know for sure where the fuel is coming from. It could be running down a spar and only showing at the drain port. Just the thought of a possible engine fire would have me ground the plane until the problem is properly diagnosed and fixed.
