Karrpilot
I had my eye on an Arrow that hasn’t flown in 10 years. However, I have decided against it. I certainly wouldn’t want one that hadn’t flown in 24 years. Too many hidden surprises await.
I had my eye on an Arrow that hasn’t flown in 10 years. However, I have decided against it. I certainly wouldn’t want one that hadn’t flown in 24 years. Too many hidden surprises await.
I am not sure a quickly annual is enough for an airplane that has been rotting for 24 years. I can’t imagine what may be growing in the fuel system.
Regarding the smoke in flight: I wrote up AF fighter once for loud background noise in the UHF radio when flying through clouds. I wrote that I suspected a bad ground in the antenna wires. The maintenance guys signed it off CND-FAI.( can not duplicate, fly as is.) on the next flight the Wing commander got violated by the FAA for missing radio calls. He had the Maintenance guys impound the airplane and they fixed the bad ground in the antenna. With smoke in the airplane you keep searching till you find the culprit or so it would seem to me.
The Challenger 300 accident is 100% on the crew. No walk around started the problems rolling and the abort for the airspeed mismatch was their only smart move. Due to the pitot cover being on and the erroneous readings, there were most likely many bad data points in the avionics and computer system. Leaving everything powered up and simply removing the cover did not erase these. The aircraft needed to power completely down and basically be rebooted to clear them. It’s no wonder that EICAS messages started to show up shortly after second engine restart. The Coup d’état was not having a firm grip on the controls and knowing which way the aircraft would go when the autopilot was disengaged. MTCW