“Great flying condition. Minor cosmetic flaws; there are two areas where there are some paint runs.
Item specifics
| Used |
| “Great flying condition. Minor cosmetic flaws; there are two areas where there are some paint runs; both are depicted in the picture. Currently in annual. Starts and flies great. NO damage history or corrosion. Recently flown to Oshkosh. Last flown April 23, 2015.” |
| Make: | Piper | Model Year: | 1953 |
| My Twelve Year History with 3335A: I found 3335A in Texas. It had been owned by an ER physician who didn"t fly much, but was a safety guru. His mechanic had done a major engine overhaul (signed off 10-13-99) on the 150 HP Lycoming and I liked the low hours at only 110. Coupled with the low airframe time of less than 1600 hours and the absence of any damage or corrosion history, I found myself very interested. As a physician myself, I had my own ideas about safety, and they matched up pretty well with this owner"s. He had installed Super Tips drooped tips and vortex generators for an increased margin of stall safety, as well as an all cylinder monitoring system for both EGTs and CHTs to keep close track of the engine. The plane had obviously been well cared for since being recovered with Ceconite 101. I checked fabric off my list. I then drove from the KC area down to Dallas to check it out. The log books entries for both the airframe and engine were still being made in their original books. There was also a large expansion file with all the receipts from previous work, the overhaul and all modifications. I noted the auto gas STC. All in all, I felt really good about the plane, its history and its current onwer. In fact, this was by far the lowest total time Pacer/Tripacer I had seen. My checkout flight in 3335A was February 14, 2003 in Midland TX. I had no squawks. I could, however, tell the difference the tips and VGs made in this Tripacer: the plane was unstallable with power pulled back! It just mushed down at 1500 fps. A week later, it was delivered to its current home where it has been hangared ever since. UPDATES: On March 5, 2003 I flew 3335A to visit my IA and instructor friend Lionel in SW Missouri. We ordered new sealed struts, and he installed them and rigged the wings. I went ahead and ordered the rounded tail bace wires at the same time and had then installed; one more AD to eliminate. They sounded good when I plucked them and I made a mental note of their pitch. We worked on short field stuff, which was great fun in the Tripacer. Over the next few years I went back to see Lionel and he did annuals and ADs. In 2005, my son and I decided to update the paint scheme. We looked on line at a bunch of short wing Pipers and found one we both liked. 3335A had been two shades of yucky green. My son shot the paint after we sanded and taped off the design and the new 12 inch N numbers, forest green trim on bright white (Aerothane from Aircraft Spruce.) It"s not a professional paint job, but its much prettier than it was. In 2006, Lionel installed a Kelly Aerospace starter and a Challenger air filter. Four months later, in July of 2006, we put new landing gear shock cords on the plane. In 09, we added some blow proof exhaust gaskets and replaced the bushings in the nose gear torque link. About this same time, I bought a new Concord battery along with a new alternator and pulley. Along the way the Whelen Strobe was updated and a new ignition switch was installed. We also added a K&N air filter/bracket, a quick drain oil fitting and hose, and put down new carpet. Lionel used a Maule fabric tester to confirm that the fabric integrity was good. In 2013 a hail broke through the rear window of the hanger where 3335A was parked. Glass shards and hail cut the top of the horizontal stabilizer in 8 places, varying in size from pinpoint to just over an inch. With a local A&Ps help, we repaired the fabric with Ceconite 101 patches and Superseam cement, maintaining a minimum of two inch margins from the defects. We then repainted the top of the stabilizer with the original white Aerothane. FLIGHTS: In addition to lots of sunrise and sunset flights here in Kansas, We took some fun trips in 3335A. My oldest son got his private, learning in the Tripacer, and he and I took a trip to Colorado in March of 2005. That was an exciting flight home: a loss of alternator function meant no lights! We logged 11.9 fun and exciting hours on that journey. I liked the updated "basic six" for training purposes. Of my nearly 700 hours of total flight time, nearly half were in 3335A. Air to air photography was an unexpected bonus of owning the Tripacer. Once, a local business bought a small jet, and with the back door off the Tripacer (two bolts and voila!) we got some great air to air shots to surprise the business owner. Young people interested in aviation and hunters interested in game were welcomed on multiple short flights over town and the surrounding area. EQUIPMENT: 150 HP Lycoming engine, under 380 hours; burns auto gas fine, and is going strong with great compressions. It is a Lycoming 0320 A2B. The prop is a metal Sensenich, M74DM 57. The plane is equipped for VFR night flight. The panel is updated with the basic six flight instrument configuration. Avionics route through a master switch. SL 60 radio/GPS with push to talk switches mounted on each yoke. Apollo GPS with a moving map for VFR flight. VOR with glideslope/marker beacon. Heated pitot tube. Daytron Chronometer SL 60 radio/GPS with push to talk switches mounted on each yoke. Four way intercom from Flight Comm Electronics International engine monitor with CHT and EGT probes to all cylinders. KT 76 transponder. Overall, 3335A is well equipped for a Tripacer and is a great platform for training, both private and instrument. TIME TO SELL: I never planned to sell this plane; when anything needed upgraded or repaired, I spent the money happily. The decision to sell 3335A came abruptly after a phone call from my pilot son. He had been looking at buying an RV6A, but cost was an issue. When he found N163RD and asked me to partner with him, I had to say yes. But that meant letting go of the Tripacer...Ouch...On June 17, 2014, I completed my transition training in our RV6A, and I haven"t looked back. My advice: if you can afford an RV, BUY ONE. But at less than half the price (same engine, too) the Tripacer is a great runner up. Sale Details: Delivery is possible, as my son would probably jump at a chance to take a trip in the RV6A to pick me up. However, the cost of the aircraft must be paid in full and paperwork completed before the plane leaves its hangar. If you have any questions please feel free to call, text or email me, Max, at (620) 719-0600, mself@mercy.net. THANKS FOR LOOKING!!! additional picks at: here > |