Officially joined the club with a 1964 Cherokee 180

FickertFarmsFickertFarms
in Show and Tell: Say Hello and Show Us What You Fly
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Pre-buy came back with minor gripes. Needed new tires and nose strut serviced, so seller knocked off $1500 but was sold with fresh annual and IFR certification. Also turned up some interesting avionics history. It has the servos for autopilot, it had a 430 at one time and then a KLN90 which prior owner reported smelling smoke coming from it so pulled the breaker and had it removed. Plan to use for CPL training and for my wife to get her PPL and do some cross country flying especially after she retires as well. Since it has fresh IFR cert I'm not going to do anything with the panel for a couple years. Want to get a good idea of what exactly I want and where.

Unfortunately it will be next week before I'll be able to take her up until next week because of weather.

Comments

  • griff390griff390
    edited June 13
    https://piperowner.org/talk/discussion/157358/officially-joined-the-club-with-a-1964-cherokee-180

    FickertFarms;

    Welcome to the group! That's a beautiful bird, and a very capable platform.

    If you have questions, post them here on the forum. There is a lot of knowledge, and the members are happy to share their expertise! Enjoy!

    Jim "Doc Griff" Griffin
    PA28 - 161
    Chicago area

  • planewrenchplanewrench

    Ff,,,

    Great starter bird. That should last u a long time with many possible upgrades. Carl

    48 yrs A/P IA DAL aircraft inspector. 172N

  • jacobsjajacobsja

    Nice bird 🙂

    Hang on to the wallet, the upgrade bug is very tough to tame.

    While on the topic of upgrades, unless there is a reason to keep the plane pant-less, consider looking for a set. Despite the additional weight, this will pay for itself with either 5 - 7 knots faster cruise speed, or less fuel for the same current cruise speed.

    Oh, and a tip from experience. Consider adding carb heat for a little bit while in the pattern, and then make sure to turn it Off by the time of turning Final. Chances are good that the POH will indicate to leave the heat in the Off position for most / all of the RPM range (or, alternatively, is silent). Reasoning is that I have actually encountered carb ice on a regular basis in conditions when it should not have existed (per the POH) and a hangar neighbor encountered carb ice while on Final during the Summer. Two different engines, but both were PA-28s with carburetors. At worst, this simple task will prove worthless and add one routine to the workload, and at best it will prevent an underwear changing experience due to something that is not supposed to happen.

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