Aircraft Systems & Emergencies Review (Piper Cherokee …openskyaviation.biz/wordpress/wp-content/uploads/2014/04/Systems... · • PA-28-140/150/160/161 similar in appearance to

• This is not a lecture – audience participation encouraged → (alt+26) = Click to display ■ (alt+254) = Read audience question (not on the slide) ► (alt+16) = Click to display audience question ♦ (alt+4) = Answers to audience question (to be revealed) • (alt+7) = Additional information (not on the slide)

Ᵽ = Piper-specific

1 © 2013 Open Sky Aviation, LLC.

Ᵽ → Basic design • NACA 65(2)-415 laminar flow airfoil • 6: Series 6 • 5: Minimum pressure point, in tenths of chord • (2): Range of low drag, 0.2 above & below design lift coefficient • 4: Design lift coefficient = 0.4 • 12: maximum thickness in percent of chord • Main spar carries the bearing loads, rear and stub spars carry torsional loads • Main spar is bolted into a spar carry-through at both sides of the fuselage • Rear and stub spars are bolted to attachments at each side of the fuselage → Wing attachment points


Ᵽ → PA-28-235/236 • No longer in production → PA-28R • T-tail (Arrow IV) model shown • “PA-28R-201 Arrow” still in production → PA-28-180/181 • “PA-28-181 Archer LX/TX” still in production • PA-28-140/150/160/161 similar in appearance to the 180/181 • “Warrior” no longer in production


→ Depending on the model, some have both a utility & normal category, while others have just the normal category • Normal category: +3.8G • Utility category: +4.4G → D.A. reminder


[5 min] → Emphasize “Understanding aircraft systems…” • You don’t need to be an A&P to study the aircraft systems

© 2013 Open Sky Aviation, LLC. 5

• Be able to activate any control blindfolded from memory • During an emergency, the less you have to think about where something is, the more likely you’ll • a) Remember to use it • b) Be able to access it quickly

Ᵽ → Panel Lighting → Suction Gauge → Electric Pitch Trim switch → Alt. Static Air • Standard PA-28 location → Backup Vacuum (optional) • Location varies


Ᵽ → Alternate Static Air → Backup Vacuum (optional) • Location varies → Alt. Avionics Master: “Classic” PA-28 only


Ᵽ → Gear Warning Light(s) • Gear Unsafe • Gear In-Transit (not shown, depends on model) → Gear Override Light • If automatic gear extension system installed → Gear Position Lights • Dimmer switch on during day may make the lights too dim to see → Fuel flow indicator


Ᵽ → Panel Lighting → Suction Gauge → Electric Pitch Trim switch → Alt. Static Air • Standard PA-28 location → Backup Vacuum → Digital Volt/Ammeter → Carb Ice Detector • To use: turn on Carb Ice Detection switch, then turn sensitivity knob fully counter-clockwise to cause the “carb ice” light to come on. Next, turn knob clockwise until the light just goes out.


Ᵽ [10 min] → Primer & Starter → Magneto Switches • Be sure to note the position of both magneto switches when securing the plane after a flight! → Position Lights → No Beacon light


Ᵽ → Fade in “Pitot & Static Drains” callout • One or two drains, depending on specific model/year • On Cessna aircraft, pitot drain is part of the pitot tube; no separate static drain → Static line plumbing


Ᵽ → Pitot-static drain • Note that it is the low-point of the pitot-static system → Pitot-static lines to the pitot-static vane


► [Audience Question]: What are the benefits of dual static ports? → Reveal answer ♦ Less likely both will be obstructed ♦ More accurate reading during a slip


Ᵽ → Model-specific dual static ports → Ram air pitot → Static port/drain → Static port • This port and the previous are BOTH part of the static system → Pitot-static vane interior plumbing


[15 min] → Highlight “Using alt. Static air” table ■ [Audience question]: what errors are there when using alternate static air? → Reveal answer ♦ Lower pressure inside cabin ♦ ASI + Alt read higher • Actual value varies by aircraft – read the POH! ♦ VSI momentary climb


NOTE: “level” means the altitude at which the port was frozen at ► [Audience Question]: Blocked pitot port, clear static port – results → Reveal table ♦ Climb: ASI increases ♦ Level: ASI frozen ♦ Descend: ASI decreases ► [Audience Question]: Blocked pitot and static port – results → Reveal table ♦ ASI & altimeter frozen, VSI stuck at 0 ► [Audience Question]: Blocked static port, pitot port clear – results → Reveal table ♦ Climb: ASI decreases ♦ Level: ASI correct ♦ Descend: ASI increases → Activate pitot heat ► [Audience Question]: Why active pitot heat for a blocked static port? Hint: Aircraft systems-specific • Answer: The pitot heat provides heat for the whole pitot/static vane → Use alt. static air


→ backup vacuum pump image • Cessna vacuum warning lights come on with less than 3.0” hg (dual-pump models)


► [Audience Question]: what systems are affected by a vacuum failure → Reveal ♦ Attitude indicator ♦ DG → Know what backups are available → Reveal → Backup vacuum pump operation • Since the electric vacuum pump is an additional power draw, be sure to monitor the electrical load to ensure you don’t cause an electrical overload (and now a second problem to deal with)


• Alternators are able to generate more electricity at lower RPMs than a generator, but may still be unable to generate sufficient power at low idle RPMs.

Ᵽ → “Classic” electrical system → “Modern” electrical system


[20 min] • Resetting a CB more than once can (and has) lead to electrical fires! • DON’T DO IT → “Classic” CB panel → “Modern” CB panel → Know the layout and which CBs can be pulled → “Classic” pullable CBs → “Modern” pullable CBs

• Note that in all cases, both the electric pitch trim and autopilot are manually pullable CBs


■ Audience Question: what systems are powered by the electrical system → Attitude instruments → Navigation equipment → A/P → Radios → Engine instrumentation → Lights → Landing Gear → Additional systems • Hobbs meter won’t be running! • (The electrical schematic proves this)



• Basic magneto information • Impulse coupling on LEFT magneto • Cylinder ordering (Lycoming) • Odd-number cylinders on right side • Even-number cylinders on left side • Cylinders 1 & 2 at the front (propeller-end) of the engine


• Pipers: one vent per tank; Cessnas: one vent for both tanks, and both fuel caps vented • Priming (carburetor system) • Only prime the engine just prior to engine start. If you prime and wait too long, the fuel vapor will condense and you’ll have only managed to flood the engine. • Electric primer: works very effectively. Only need about 2-4 seconds. • Manual primer • 1) Be sure to pull the plunger out completely and let it fill with fuel. • If it pulls out with little or no resistance, you aren’t getting any fuel. Push the plunger back in and repeat until you feel some resistance and/or hear the fuel being drawn in to the plunger. • Don’t count these empty primer shots • 2) Push the plunger in forcefully; you want to vaporize the fuel. • 180/181: 1-3 shots during warm weather, 3-5 shots during cold weather. • 235/236: 3-5 shots during warm weather, 4-6 shots during cold weather. • Priming (fuel-injection system) • Trick is to go full rich just after the engine catches • Fuel vapor return • N/A engine: fuel pumps are vented • T/C engine: returns to fuel tank selected (or right tank if OFF is selected)


Ᵽ [25 min] → Cherokee fuel capacity → 235 fuel capacity → 28R-201/236 fuel capacity • Experiment: instead of shutting down the engine using idle-cutoff, switch the fuel selector to “off” and time how long it takes • In an Archer II, I timed it at 2min 23sec: long enough to do a quick run-up and takeoff, and have the engine quit at the worst time • It took about 6 seconds for the electric fuel pump to bring the fuel pressure back up to normal → Piper’s recommendation on carb heat usage is questionable; it doesn’t hurt to get in the habit of always using carb heat on final approach, and then turn it off on short final (in case of needing to perform a go-around).


→ Engine tachometer → Accuracy and errors → Manifold pressure → Errors


• Carb ice not a problem with fuel-injected engines, but impact ice on the air filter is: alternate air → Beware of carb icing potential ► [Audience question]: when is carb icing more of a threat → Answer: more likely in the summer, but potentially more serious in the winter (icing at cruise power) • Note the highlighted areas of typical summer and winter temp/dew point spreads, and the corresponding carb icing threat • Also note that in some conditions, carb ice is possible _even at cruise power_ • Most likely between -5C and 20C in moist atmospheric conditions → Always use full carb heat → Don’t use partial heat • ice reforming in the intake system is a definite possibility under certain circumstances → Run-up carb heat test → Detecting carb ice ■ [Audience Question]: Fixed-pitch propeller • Decrease in RPM ► [Audience Question]: Constant-speed propeller • Decrease in MP → If carb ice is suspected…


→ Before takeoff carb ice check → Cruise power carb icing → Avoid power-off descents • Harder to detect (RPM/MP drop won’t be as noticeable) → Carb heat as a prevention • Consider periodically using carb heat in cruise flight, particularly when carb icing conditions are suspected


→ Always maintain a safe airspeed → Underline stall/spin statistics • Relate to 440ND partial-power incident – FLY THE PLANE! • I was fully prepared to crash-land straight ahead if necessary, in order to maintain speed above a stall • This fact cannot be emphasized enough, and it takes DISCIPLINE to pull it off • The urge to continue pulling up is very strong and hard to fight, if you’re not prepared → Think “FAST” • Fuel: Fuel pump on, switch fuel tanks, adjust mixture • Air: Carb heat/alternate air on, adjust throttle • Spark: Switch magnetos • Trim: If engine won’t restart, trim for best glide (assumes a single-engine aircraft) • This should really be the first thing to do, but it works for the acronym


[30 min] → Always check control movement on both sides → Cases of ailerons being rigged backwards, both ailerons raising/lowering, etc ■ [Audience question]: what is the proper movement of the ailerons when turning left/right? → Reveal answers


→ Are the ailerons neutral → Do they move in the proper direction → Do you get full deflection → Are there bulges in the ailerons → Any cracks

→ Excessive free play (Ᵽ) • “max” comes from the maintenance manual


→ Cessna rudder/nose gear linkage → Piper rudder/nose gear linkage → Separate cables for left and right movement • Important to note in case a cable breaks


→ Is the rudder streamlined when neutral

→ Can’t easily check for control movement in a Piper (Ᵽ) → But you can check if there’s excessive free play → Any bulges or cracks in the rudder/rudder skin • Rudder skin cracks have happened in the past due to excessive nose gear shimmy


→ Separate cables for up and down stabilator control • Important to note in case a cable breaks → Image of control cables → Trim cables → Control cables


[35 min] → Check for proper movement → Full deflection?

→ Excessive free play? (Ᵽ) • “max” comes from the maintenance manual

→ Trim tab cabling (Ᵽ) → Trim wheel/tab movement


→ Battery box → Control cables → Cabin fan blower → Fresh air inlet drain tube • The opening is on the underside of the fuselage, near the ELT access panel → ELT • Separate access panel → Stab. Balance arm & weight • Not all models have this → Structure: stringers + bulkheads + skin = structural strength & rigidity


Ᵽ → Left & right flaps → Flap operation → Pulled down by handle → Pulled up by spring tension • Due to aerodynamic forces, you might not be able to retract flaps during a spin, with

icing, or in other situations outside of the normal operating envelope • Always stay within the operating envelope!


Ᵽ → Torque tube → Extension/retraction chain → Tension spring → Retraction spring → Cabin exhaust outlet



[40 min] → Master brake reservoir → Notes → Right brake line → Left brake line


→ Consider T/O vs landing → Description of landing → Description of takeoff → Tires are a critical component → Over & Under-inflation

→ Proper tire inflation values (from POH) (Ᵽ) → Proper strut extension values (from POH) (Ᵽ)


Ᵽ → Hydraulically actuated → Pressure holds gear up → Releasing pressure lowers gear → Auto gear extender → Details of the system → Micro-switches


→ Cabin heat diversion control → Cabin exhaust outlet → Heater & defroster


→ Heater & defroster air → Fresh air inlet


[45 min] → Cabin exhaust interior openings → Cabin exhaust outlet


Ᵽ • Separate heat diversion controls for left and right seats → Cabin heat diversion control FORWARD → Cabin heat diversion control REWARD


→ Emphasize accumulation of CO • Piper manual calls for muffler replacement anytime a reading of 0.005% (50 ppm) CO is measured at any cabin heat outlet


→ What to do in case of an alert


Ᵽ Optionally have the audience name the components (left to right) → Jack point → Fuel tank vent → Wing tank fuel sump → Battery vent/drain


Ᵽ [50 min] • Drain holes • Especially during winter, be sure to left any water run out, and check for frozen ice around the holes


Ᵽ (left to right) → Cowl vents → Induction air box → Exhaust stack → Fuel strainer drain


Ᵽ (clockwise from upper left) → Exhaust stack → Induction air box → Fuel strainer drain → Cabin heat air inlet → Alternator air inlet


Ᵽ (left to right) → Crankcase breather hose → Main cowl vent


→ Static discharge wick → Static discharge wick ground cable → Description of static charges


[55 min – break] Remind audience, now that the system review is complete, keep in mind what was learned to know how to apply the knowledge to real-world problems. • The key to successfully dealing with emergencies is knowing what your options are *ahead of time*

© 2013 Open Sky Aviation, LLC. 55

Recall information from previous slide, and apply → Detecting static port blockage ► [Audience Question]: would ATC know • Xpdr uses the same static source as the altimeter, and will report to ATC exactly what the pilot sees → The main indication of a static port blockage → Additional ways to check for static errors – GPS → Alternate air → Problems with using alternate air → Detecting pitot port blockage ► [Audience Question]: would ATC know ► and would they tell you • Unless they’re requesting a speed restriction, we’re not generally going to be notified of speed deviations (at least for a Cherokee) • Could ask for a speed check, but remember ATC only sees ground speed, not airspeed → Reveal the main indication of a pitot port blockage → Cross-check with GPS → GPS is ground speed, not airspeed


→ VSI problems → Altimeter problems → Airspeed problems


→ Reveal types of engine problems → Reveal the critical phases of flight that a failure can occur in → Reveal what determines which steps you can take


→ Steps to take during an engine power-loss event, in order of important (most-to-least) → Dealing with partial power losses → Dealing with engine roughness • Steps need not be done in this order • Switch fuel tanks (if fuel available in the other tank) in case of fuel contamination • This is one reason why it’s not a good idea to run a tank empty – what if the other tank has contaminated fuel? • Emphasis switching magnetos – a magneto may fail such that it still operates, but is mistimed • Switching off the bad magneto could resolve a rough-running engine and turn an emergency into a non-emergency


[60 min] Discussion of what certain engine instrument readings mean ► [Audience Question]: Low oil pressure → Reveal ► [Audience question]: High oil pressure → Reveal ► [Audience question]: Low oil temp → Reveal ► [Audience question]: High oil temperature → Reveal


Continuing discussion of what certain engine instrument readings mean ► [Audience question]: High CHT → Reveal • Want to keep CHTs below 400F • Aluminum loses 50% of its strength at 400F ► [Audience question]: Low fuel pressure → Reveal


Some other miscellaneous issues → Excessive engine vibration → Dealing with the situation → Engine fire → During start → In-flight


Discussion of how to handle control system failures ► [Audience question]: Broken throttle cable → Reveal ► [Audience question]: Broken stab. Cable → Reveal ► [Audience question]: Jammed rudder → Reveal


Brake system issues → Signs of impending brake failure → Dealing with brake failure


[65 min] Discuss some additional problems/emergencies → Side slides back on T/O ► [Audience question]: Dealing with a sick passenger • No right or wrong answer for this – a discussion about ADM ► [Audience Discussion]: Runaway pitch trim → Reveal A/P disconnect → Reveal disable pitch trim → Reveal electrical switches to use

→ Reveal A/P servo info (Ᵽ) → Propeller over-speed → 55H & 37B → 07B


Discuss some additional problems/emergencies → Spins (intentional spins are prohibited) ■ [Audience question]: How do you recover from a spin? → Reveal steps from POH → Open door


• AFM/POH: www.pilotmall.com • Maintenance Manuals: www.esscoaircraft.com, planemanuals.com


Ᵽ → PA-28 designator code → PA-28 models • 140/150/160 models became the “Warriors” • 180/180G models became the “Archers” • 180/200 “Arrows” • 235/236 “Pathfinder/Dakota”


Ᵽ


All audience members should already be familiar with this info, but good to remind everyone


→ Reveal & discuss some possible electrical faults • Troubleshooting is from the POH


Optionally have the audience name the components (counter-clockwise from upper-left) → VOR/GS antenna

→ Glideslope antenna (on Cherokees) (Ᵽ) → VHF Com. antenna → ELT antenna


Optionally have the audience name the components (left to right) → GPS antennas → DME/xpdr antenna



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Aircraft Systems & Emergencies Review (Piper Cherokee …openskyaviation.biz/wordpress/wp-content/uploads/2014/04/Systems... · • PA-28-140/150/160/161 similar in appearance to