As some of you have picked up from my earlier post, my somewhat sudden move to Dubai requires me to sell my Piper Archer.  This is not an easy step for me, but I don’t want her to be on the ground for too long.  Aircraft that don’t fly much, don’t last long.

To make this as fair and transparent as possible, I have put all the information about the airplane into this post.  Thankfully, the previous owner of 9MDRJ was extremely helpful and open, but before that, when I was still looking for a plane to buy, I was a bit frustrated by the lack of information and I was generally surprised how little effort the sellers put into making the process easy for prospective buyers.  I hope that won’t be a problem in my case.

I am available for test flights on 8/9 and 15/16 November.  Having gone through the process of buying an aircraft recently, I can assist with the necessary paperwork (i.e. certificate of registration, insurance, maintenance organization etc).  The airplane can be handed over with immediate effect.  If the insurance company is agreeable, I may be able to add the new owner to my insurance cover, so that the new owner can start flying while sorting out the paper work.

If you are interested in buying this airplane, please use the contact function on blog.flyinasia.com or send me a message  on Facebook.

Basic Data

Aircraft Manufacturer	The New Piper Aircraft , Inc
Aircraft Type	Piper Archer III, PA28-181
Engine	Lycoming O-360-A4M
Propeller	Sensenich 2-blade fixed pitch
Usable fuel	48G 110LL Avgas
Approx. endurance	5h 30m no reserve
Approx. fuel consumption	8.5 Gallons per hour
Approx. Useful load	350KG
Approx. Payload full fuel	230KG
Registration	9MDRJ
Next Annual	July 2014
Next 100h maintenance	November 2013
Total airframe hours since new	770
Total engine hours since new	770
Engine hours since Major Overhaul	140
Extra equipment	Stormscope WX-950
	Piperaire Air Condition
	Autopilot
	Full IFR equipped (VOR, LOC, GS, ADF, GPS)
Paint	original Piper color scheme (white, dark green)
Pictures exterior	Click here
Pictures interior	Click Here
Pictures avionics	Click Here
Pictures engine	Click here
Pictures miscellaneous	Click Here
Documentation	POH as approved by DCA Malaysia Maintenance manual Propeller logbook (since new, no gaps) Engine logbook (since new, no gaps) Airframe logbook (since new, no gaps) Certificate of Airworthiness Certificate of Registration Maintenance records as required by DCS Malaysia Tech Logbook as required by DCA Handbooks for all avionics (soft copies)
Asking Price	USD 147,000

Avionics

The aircraft is fully equipped for IFR.

Two Radios with navigation capabilities and external indicators:

1. Bendix/King KX-155A VHF Comm/Nav radio with glide slope capabilities, connected to a Bendix/King KI-209A VOR/LOC/GS indicator
2. Bendix/King KX-155A VHF Comm/Nav radio, connected to Bendix/King KI-208 VOR/LOC indicator (note that the second radio is also a KX-155A, but it has a different part number and does not have the glide slope feature)

Navigation indicators (Course Deviation Indicators – CDI)

1. Bendix/King KI-209A VOR/LOC/GS, connected to radio 1 and to the GPS receiver KLN-89B – the pilot can select GPS or Nav (i.e. radio) as the source for the indicator by pressing an external switch – left to the annunciator panel)
2. Bendix/King KI-208 VOR/LOC indicator, connected to radio 2

Automatic Direction Finder – ADF

1. Bendix/King KR-87 ADF receiver, connected to a KI-227 ADF indicator
2. Bendix/King KI-227 ADF indicator not slaved to compass (i.e. it won’t know which direction the aircraft is heading unless the pilot sets the heading manually.)
3. The ADF receiver has flight timer and elapsed timer functions.

Bendix/King KLN 89B GPS receiver

1. The KLN 89B is an IFR certified panel GPS receiver.  It can be replaced without changes in wiring etc with a slightly more modern KLN94
2. The KLN89B has a Pacific database, which is updated by Bendix/King on a regular basis.  I have a subscription with four unused updates still available.
3. I have updated the internal database of user defined reporting points with most VFR reporting points used on the Malaysian peninsula.  The reporting points can be used to create and store up up to 20 flight plans.
4. The GPS is connected to the top CDI and is able to drive the needle in OBS and in flight plan mode.
5. The panel has a data loader port for uploading of database updates. Cables are sold by Wingman Services (Piper) under the part number 050-03213-0000 (PC INTERFACE CABLE) for about USD 80. Cables are also available on eBay from a few sources. I got mine for USD 45 plus shipping.

Bendix King KAP140 Two-Axis Autopilot

1. The autopilot drives ailerons, elevator and electric trim.
2. It can be used in roll, heading and navigation mode.  Which means it either just keeps the wings level or it keeps the aircraft pointed in a defined heading or it steers the aircraft along a path defined either by the GPS or a VOR radial.
3. The autopilot is able to maintain a preset climb or descend rate or keep the aircraft at a defined altitude.
4. The autopilot is connected to the turn coordinator, the top CDI and to the directional gyro.
5. This version of the KAP140 does not have the altitude pre-select feature, i.e. it won’t stop climbing or descending at a pre-selected altitude.
6. The autopilot can also fly approaches as driven by the KLN89B.

Bendix/King KT76C Transponder

1. Mode A/C transponder with working altitude encoding from the altitude indicator.
2. VFR button to dial in programmable VFR squawk code (i.e. 2100 in Malaysia)
3. Altitude is displayed when mode C is selected.

Audio Control Panel PMA 6000M

1. The aircraft has a full four-seat setup, i.e. all seats (including back seats) have both microphone and speaker ports.
2. The aircraft has a cabin speaker and microphone that are handy for startup clearances.
3. Pilot and co-pilot have separate volume and squelch controls.
4. The PMA6000M is able to connect pilot and co-pilot to their own radio, which allows both to transmit and receive independently.  For example the co-pilot can talk to another aircraft on 123.45 while the pilot is simultaneously talking to ATC.
5. The pilot can be isolated from co-pilot and passengers, so that passengers can talk with each other on the intercom while the pilot is the only one who hears the communication on the radio.

Stormscope WX-950

1. Shows electrical discharges in up to 200 nm distance in all directions (i.e. 360 degrees)
2. Resolution can be changed to 25, 50, 100 and 200 nm around the aircraft
3. Able to show separate strikes or strike cells in relation to the aircraft (i.e. direction and distance)
4. Shows build up of thunderstorms in clouds (i.e. even before there is any rain)
5. Displays rate of strike

Switch Panel

1. The aircraft has an overhead switch panel for lights, magnetos, fuel pump, alternator, master switch, primer and starter.
2. The aircraft does not have a key to start the engine and to select left and right magneto. Instead there is a push button to engage the starter and rocker switches to switch the magnetos on and off.
3. There are a separate switches for the alternator and the master.
4. The primer is operated electrically with a push button.

Flight Instruments

1. Standard six-pack analog instruments by Bendix King
2. Airspeed indicator has a TAS dial, that can be used to match altitude with outside air temperature and will indicate true airspeed between 85 kts and 125 kts indicated airspeed.
3. The altitude indicator is of the encoding type and connected to the transponder.  I have tested this on numerous occasions and the indicated altitude and the altitude shown on the transponder display match.

Engine Instruments

1. One combination instrument for oil pressure, oil temperature and fuel pressure.
2. One exhaust gas temperature gauge (very useful for leaning the engine).  Probe is connected to the front-right cylinder.
3. One fuel quantity gauge.  (As usual you should not rely on this gauge, but my experience is that it shows accurately whether the tanks are full, which tanks is fuller and it is pretty accurate below 17 gallons.)
4. One engine RPM gauge with tachometer.
5. One hobbs counter.

Flight Controls

1. Right-hand yoke with electric trim, push-to-talk switch, control wheel steering (i.e. temporarily deactivating the autopilot while steering manually) and autopilot deactivation switch
2. Left-hand yoke with push-to-talk switch
3. Rudder trim manually
4. Aileron trim electrical and manually

Air Condition

1. The aircraft is manufacturer-equipped with a Piperaire air-condition.
2. Coolant has just been replaced and system checked for leaks
3. The compressor is driven by the engine
4. Because of the aircon the aircraft is equipped with a stronger fan
5. Aircon outlets for all four seats

Other Equipment

1. Outside air temperature probe and indicator
2. Holder for headset control unit on pilot side
3. Analog clock in instrument panel (runs accurate)
4. Artex ELT 110-4 with remote switch
5. Fire extinguisher
6. External power connection for 24V external power

Airframe and Engine Times

The airframe has 770 hours since new and the engine 140 hours since major overhaul and 770 hours since new.

During major overhaul of the engine in 2010 the following components were replaced with new components: both magnetos, complete wire harness, carburetor and fuel pump.  Starter and alternator were overhauled.

Engine and Propeller

Item	Manufacturer	Type	P/No	S/No	Time
Engine	LYCOMING	O-360-A4M	NA	L-35333-36A	TSO: 140 hours TSN: 770 hours
Carburetor	MARVEL SCHEBLER	MA-4-5	10-5193	MS 407501	TSN: 140 hours
Propeller	SENSENICH	76EM8S14-0-62		31629K	TSN: 770 hours
Alternator	ELECTRO SYSTEMS INC	28V	E54032	6112618	TSN: 770 hours TSO: 140 hours
Starter	KELLY AEROSPACE	NA	MHB 4018R	K010650	TSN: 770 hours TSO: 140 hours
Magneto	SLICK	4371	No	LH: 1010024 RH: 10031096	TSN: 140 hours
Fuel Pump (engine driven)	LYCOMING	NA	LW 15472	H 4010	TSN: 140 hours
Oil Cooler	NIAGARA Co.	20002A	455-165	M98-3283-5	TSN: 770 hours
Vacuum Pump	RAPCO	211CC (overhauled)		6AN2581	TSN: 770 hours
Motor Aux Vacuum Pump	PARKER AIRBORNE	4A2-1	NA	6AN.65	TSN: 770 hours
Battery 24V Lead Acid	Teledyne	G-243	NA	G02740839	Installed new April 2013

Interior

1. Very comfortable beige leather seats with headrests.  The front seats can be moved forward and backwards and adjusted vertically.  There is also a lumbar support that can be pumped up with a small rubber ball hand pump.
2. The floor is covered with matching color carpet as are the side panels.
3. The ceiling is white/beige fabric and in very good condition.
4. All seats have seat belts with shoulder harnesses and inertia reels.
5. The backseat can be removed.

Lights

1. Two landing lights at the tip of each wing.
2. Navigation lights at the tip of each wing
3. Strobe light at the tip of each wing
4. Interior lights for night IFR.

Performance

I have flown the aircraft for about 110 hours and have done some testing to confirm the performance numbers.  I am confident that the aircraft is touring at about 115 to 118 kts true (at 2460 RPM).  When fuel consumption is not an issue, the aircraft will cruise at 120 kts to 125 kts without a problem.

I have religiously recorded how much fuel I had to fill up after how much flight time and arrived at an average of 8.5 gallons per hour.  This consumption assumes conservative leaning and about 65% power at 2000 to 3000 feet altitude (including taxiing, climb and descent).  The longest flight I have done with this aircraft was 4h 34m after which I had almost exactly a total of 8 gallons left in the tanks.  A flight from Singapore to Penang takes about 3h 30m (my best time ever block off/on was 3h 14m).

The aircraft climbs at sea level in Singapore temperatures between 500 to 700 feet per minute at MTOW.

With full fuel, this aircraft is essentially a two or three seater, depending on weight of passengers and luggage.  Useful load is about 350 Kg, which leaves about 230 Kg for pilot, passengers and luggage.  Most of my flights have been solo or with one passengers, which leaves plenty of space for luggage.  I have done flights with two passengers and luggage to Langkawi without any issues.

The Archer is able to get in and out of unpaved 500m airstrips.  I have tried this in Phuket and didn’t need more than 2/3 of the 500m grass runway at the Phuket airpark (solo).

The highest I have flown the aircraft was 9,000 feet between Hat Yai and Phuket in Thailand.   (Note that in the tropic heat that is a density altitude of almost 12,000 feet.) At that level the aircraft performed without any problems, including the ability to climb further.

POWER SETTINGS ISA+20ºC
Feet		55%	65%	75%
1000	RPM	2280	2430	2560
	TAS	105	114	123
1500	RPM	2290	2440	2570
	TAS	105	115	124
2000	RPM	2300	2450	2580
	TAS	106	116	125
3000	RPM	2310	2460	2590
	TAS	107	117	126
4000	RPM	2320	2470	2610
	TAS	108	118	127
6000	RPM	2340	2490	Full
	TAS	108	118	127

Maintenance Status

1. The aircraft has been maintained according to DCA Malaysia standards by FRAS Flying Club Johor (until April 2013 maintenance was performed by Elite Aero Services).
2. Certificate of Airworthiness valid till 17 July 2014
3. Next annual maintenance due on 20 July 2014
4. Next 100 hour maintenance due on 20 November 2013
5. Radio Annual Inspection by mycoper Aviation Services in Subang on 7 June 2013 (next due 6 June 2014)
6. Compass Swing by mycoper Aviation Services in Subang on 7 June 2013 (next due 6 June 2014)
7. I have an account with DCA Malaysia for navigation charges etc.  I can assist with the creation of a new account.

Known Issues

1. Occasionally the oil pressure needle moves into the yellow arc.  The oil temperature remains unchanged when that happens which means this is likely an indication issue.
2. The digital ammeter does not show some elements of the numbers, but the actual value can still be seen.
3. The air condition sometimes deteriorates, especially after long flights and when descending from a higher altitude down to 1000 feet.  Switching off the air condition for about 5 to 10 minutes usually brings back the cool air.
4. I once had an issue with the electrical trim not working, but that has not reappeared for many hours of flying.  Switching to manual trim control does not require any additional control input.  Switching off the autopilot cured the problem.

Extras

1. Data loader cable for KLN89B with USB adapter cable. Windows laptop with software to upload databases. (approx. USD 800)
2. Four database updates from Bendix/Kin (approx. USD 200)
3. Six bottles of engine oil (1 qt each) (SGD 66)
4. SP-400 Handheld Radio with VOR and LOC features (approx. USD 400)
5. Lightspeed I Headset with active noise canceling and spare parts (mic muffler etc) (approx. USD 700)
6. If insurance company is agreeable, use of 4 months of insurance cover (approx. USD 2,000)
7. Water-tight aircraft covers for cabin, engine, wings and stabilator (approx. USD 1500)
8. Basic tools (screw drivers, pair of pliers etc)
9. Two pairs of chokes
10. Three adjustable tie down ropes
11. Fuel stick to estimate fuel quantity.
12. Fuel drainer
13. Tow bar
14. The aircraft has a parking bay at Compact Parking Alpha 2 at Seletar airport.  I am not sure whether the parking bay can be taken over by the new owner, but in my case I was able to keep the slot.  (All parking spaces are now full and I don’t see any new ones coming up.)