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N2242N 1979 Piper PA28RT-­‐201 Arrow IV Familiariza<on Briefing Rev C – 27 May 2015
Systems Engine •  Engine type: four cylinder, horizontally opposed, air-­‐cooled, direct drive, fuel injected Lycoming IO-­‐360-­‐C1C6 •  Engine TBO: 2,000 hours •  Maximum 200 brake horsepower at 2,700 rpm; max recommended cruise is 75% Oil •  The air inlet and air outlet for the oil cooler is on the right side of the cowling –  An oil cooler restrictor plate is to be installed when operaQng temperatures are below 50oF •  Oil capacity: 8 quarts (add 1 qt if below 6 qts before flight) •  Oil warning light on Annunciator panel Oil Cooler
Inlet
Exhaust
Engine Fuel, InducQon •  The Arrow uses fuel injecQon, which results in more even combusQon in all cylinders •  Bendix RSA-­‐5AD1 fuel injector Since there is no carburetor, there is no Carb Heat. Operates on differenQal pressure Fuel pressure is regulated by a servo valve Fuel flow divider receives metered fuel and distributes it to each cylinder –  Fuel flow instrument is connected to the flow divider – 
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•  Alternate inducQon air door opens automaQcally when the primary air source is obstructed; this can be tested from the cabin during run-­‐up •  Primary inducQon air source should always be used for takeoff Fuel InjecQon – OperaQng CharacterisQcs •  The starQng procedure is different: –  Priming is done using the mixture, thro_le and fuel pump –  Normal starQng procedure requires the mixture to be in the lean posiQon •  The fuel manifold is on top of the engine and is suscepQble to vapor lock. This will cause difficulQes in starQng on hot days if the engine has not had Qme to cool aber a flight. It may help to open the oil check door on hot days if a quick turn around is required. Learn the hot start and flooded start procedures as these will be needed to get the engine started under these condiQons. •  Leaning on the ground (NOT ON TAKE-­‐OFF) is normal to lessen chance of plug fouling Propeller •  McCauley two-­‐blade constant-­‐speed, controllable-­‐pitch propeller •  Propeller governor relies on oil pressure: when RPM is decreased, the oil from the engine enters the propeller dome, thus moving the piston and a sliding arm to cause the propeller to take a bigger bite of air (consequently, a drop in oil pressure is observed) •  Loss of engine oil will cause propeller overspeed Flaps •  The flap handle operates and locks the flaps down at 10, 25, and 40 degrees. •  The flap is only safe for use as a step in the 0 or up posiQon. •  CAUTION -­‐ In the 10-­‐degree posiQon the flaps may look like they are in the 0-­‐degree posiQon and locked for a step due to the aileron posiQon. This condiQon could result in severe injury to a deparQng passenger and a barked shin to one stepping onto the flap. Likewise, a passenger on the ground and peering into the cockpit to observe the pilot could receive severe damage to his kneecaps when the flaps are lowered. Always "clear flaps" before lowering. •  The run up check of the flaps should include visual/manual operaQon of both extension and retracQon through every notch. Landing Gear •  Hydraulically operated, fully retractable, tricycle landing gear •  Reversible electrically powered pump (actuated in one direcQon – raises gear; actuated in other direcQon – lowers gear) •  Lights: •  3 green lights on indicates down and locked •  All lights out indicate retracted •  Yellow “in transit” light on the panel •  Red “gear unsafe” light on the panel –  CauQon: lights dim substanQally when navigaQon lights are on; this renders them invisible in most daylight condiQons •  RetracQon speed: ≤ 109 KIAS; extension speed: ≤ 130 KIAS Landing Gear (ConQnued) Numbers •  Extension/retracQon Qme: 7 seconds •  Tire size: 5.00 x 5 nose (four ply with tube), 6.00 x 6 mains (six ply with tube) •  Tire pressure: 27 psi nose, 30 psi mains •  Nose steerable through 30 degree arc; equipped with shimmy dampener •  Nosewheel steering linkage disengages aber retracQon to reduce rudder pedal load •  Oleo strut extensions: 2.75” ± 0.25” nose, 2.50” ± 0.25” main under empty weight and full fuel/oil Emergency Landing Gear Extension •  Auto extension lockout pin must be pulled out to allow automaQc or manual emergency gear extension to work •  Gear will automaQc extend when speed is 87 KIAS or below •  To manual lower gear if normal system is not working, push and hold the emergency gear lever switch down towards the floor •  Extension is accomplished by manually releasing hydraulic pressure; gear free-­‐falls; nose gear is assisted in free-­‐fall/lock by a spring •  If gear does not indicate down and locked, yaw the airplane side to side Auto Extension
Lockout Pin
Emergency Gear
Lever
Auto Extender System •  AutomaQcally lowers the gear when speed is between 75 KIAS-­‐95 KIAS, depending on power/alQtude •  Operates on a sensing device controlled by differenQal air pressure •  High pressure source and staQc source are mounted on leb side of the fuselage above the wing; this mast is heated when Pitot Heat is turned on •  To Override the Auto Extender System –  Pull pin and Raise the emergency gear lever to the up posiQon and release pin to hold lever in override posiQon –  Should be in override posiQon for: maximum glide, short field takeoffs, and pracQce stalls with gear up –  Override condiQon indicated by flashing yellow light below gear handle –  Suggested Use: Put in override posiQon on for take-­‐off and remove overide once set-­‐up in cruise – Definitely off entering the traffic pa_ern Landing Gear Warning System •  Warning system: acQvated by micro-­‐switches in the thro_le quadrant •  Steady sound; red “gear unsafe” light •  AcQvated under the following condiQons: –  Gear up and power below approx. 14” MP –  When the auto extender system extends the gear and the gear handle is in the raised posiQon –  Gear handle in the raised posiQon when on the ground •  Squat switch on the right main gear prevents gear retracQon while on the ground Brakes •  Brake pedals on the pilot’s and co-­‐pilot’s sides •  Individual cylinders for toe brakes and the hand brake; shared brake reservoir •  Separate controls for brakes for leb and right main gears •  CAUTION -­‐ special hazard for Cessna pilots transiQoning to Piper. There is a bar that goes across the cabin just above the rudder pedals. If the pilot's toes are allowed to protrude over the toe stops on the rudder pedals so as to reach this bar, it is possible that all direcQonal control and braking can be lost. The misuse is most likely to occur during landing rollout when feet are moved up from rudder to brakes. Every pilot should sit in the aircrab and see for himself how this could happen. •  Single disc, single puck brakes on the main gears •  Brake fluid reservoir located in the upper leb corner of the front side of the firewall; fill with MIL-­‐H-­‐5606 hydraulic brake fluid (red) Fuel •  Two 38.5 gal. tanks; usable capacity in each tank is 36 gal. (total of 72 gal. usable fuel or 50 gal when filled to tabs) •  Engine driven fuel pump; auxiliary electric pump used for priming and when the engine driven pump fails –  Electric pump should be on when switching fuel tanks and during takeoffs and landings •  Three fuel drains: one for each tank and one for the fuel strainer (on leb side of firewall) •  Fuel tanks are individually vented by vent tube protruding below bo_om of wing at rear inboard corner of each tank •  Gauges: individual fuel level gauges for each tank; a single fuel pressure gauge connected to the inducQon system Note: When requesting fuel for the Arrow, only fill to
tabs unless full fuel needed for long range trip.
Fuel System OperaQon •  The engine only feeds from one tank at a Qme. There is no BOTH tank capability •  Using some non-­‐zero roll input in cruise to balance the difference in L/R fuel weight is normal •  Guidance for tank usage –  Consider using the tank on the side with the higher payload first –  Switching tanks every ½ hour in cruise maintains a reasonable balance –  Keeping track of fuel usage is an important pilot task. Always log the Qme when switching tanks for each tank. Start the log at engine start. –  Keep in mind that ALL the fuel in the Arrow is not available, unless one tank is used Qll drying up and the engine starts to spu_er. Electrical •  Alternator: Plane Power 14-­‐volt, 60-­‐amp –  Incorporates a Zebronics voltage regulator and an overvoltage relay; alternator will go offline at 16.5 volts output and up –  Full power output even at low engine RPM •  Ba_ery: Concord RG-­‐35AXC, 12-­‐volt, 33-­‐amp hour, sealed –  Located forward of the firewall on the right hand side •  Ammeter shows total electrical load placed on the system •  Circuit breakers protect major electrical accessories, Pullable breakers protect Trim, Autopilot and all avionics units •  Piper External Power plug located on the right side of the fuselage forward of the entry door •  Loss of alternator indicated by zero reading on the ammeter –  There is an alternator warning light on the annunciator panel –  Can also verify by using the Engine Monitor voltage –  13.8 -­‐ 14.2 Volts -­‐ Alternator working correctly –  < 12.6 Volts indicates Alternator not on line, Ba_ery power only Vacuum •  Operates aytude indicator and direcQonal gyro •  Single engine driven dry-­‐type vacuum pump; shear drive protects the pump from damage •  Standby Vacuum System installed that uses manifold vacuum to provide emergency vacuum if vacuum pump fails •  Operated by pulling knob on lower RH panel and reducing power to maintain MP shown in MP table on the right of the Engine Monitor •  When Standby system is implemented and operaQng, you will see the VAC PMP warning light “ON” but the VAC warning light will be “OUT” •  Vacuum gauge mounted on the far RH instrument panel; normal reading is 5.0 ± 0.1 in. Hg, but may read lower at very high alQtudes (above 12,000 feet) •  There is an vacuum warning light “VAC” and a Vacuum pump warning light “VAC PMP” on the annunciator panel. Lights may be on or flicker during ground operaQon or low engine RPM. •  Vacuum regulator located behind instrument panel protects the gyro instruments •  Up to 2000 rpm may be required to obtain full vacuum pump sucQon Environmental •  Three cabin air inlets – one on each wing, one in the horizontal Stab •  Major heaQng components: heat shroud, heat ducts, defroster outlets, heaQng and defrosQng controls •  Opening in front of lower cowl admits ram air into heater shroud; air is ducted into heater shutoffs on the right and leb side of the firewall •  Overhead and floor mounted fresh air vents •  Cabin air exhaust through an outlet at the bo_om of the fuselage aids in air distribuQon •  Cabin air fan available on lower right side of panel (blue toggle switch, up for Hi, middle for off, down for Low) –  Switch must be “off” for takeoff and landing Cabin Air Fan
Switch
Pitot-­‐StaQc •  Pitot-­‐staQc mast located on the leb wing; incorporates a pitot tube hole (front of the mast), a pitot drain hole (bo_om of the mast), and a staQc port (rear of the mast) •  Separate high-­‐pressure and staQc sources for the automaQc gear extender located on the leb side of the fuselage above the wing •  Pitot heat provides heaQng for both the pitot-­‐staQc mast and the high pressure/staQc source for the automaQc gear extender •  Airspeed indicator can compute TAS –  Place pressure alQtude over OAT and read white porQon of window Major Avionic & Flight Controls •  Vacuum-­‐driven direcQonal gyro and aytude indicator •  Electric turn coordinator •  Airspeed indicator, alQmeter, and verQcal speed indicator driven by pitot-­‐staQc system –  Alternate staQc source switch located below the pilot’s control wheel •  Electric pitch trim; disengaged by switch above igniQon key or pullable circuit breaker on lower right side of panel Emergency Locator Transmi_er •  The ACK E-­‐04 ELT (406 mhz) is located in the tail cone •  Access is via a panel on the leb side of the fuselage •  The ELT Remote Control Panel is located on the lower center console Turns on ELT
Resets transmitting
ELT to the armed
mode
Performs self test
when pressed
when ELT is in
armed mode
Light will flash and
buzzer will emit a
series of 9 beeps
every 50 seconds
when ELT is
transmitting
Flying CharacterisQcs Speed •  The 30 kt speed difference between the Arrow and the C-­‐172 will take Qme to adjust to. •  All flying tasks will need to be accomplished more quickly •  More pre-­‐planning is required •  More proficiency is required •  Guidance…… Fly More Power •  With more power the Arrow will need more right rudder pressure to correct the leb yawing tendency. •  More rudder will be required when climbing. The rudder trim comes in handy for long climbs to the higher cruise alQtudes. Make sure to re-­‐adjust the rudder trim when in level flight cruise •  When performing higher power stalls, increase power slowly to allow more Qme to put in the correct rudder pressure to keep the ball centered. With more power this is especially important. •  Guidance for stalls –  Accomplish parQal power stalls first and work up to full power stalls as experience is gained. • 
Power/Prop The thro_le controls the manifold pressure (MP) gauge, while the propeller controls the RPM. Avoid the natural tendency is to look at the tachometer to see power changes (you will see power changes on the MP). • 
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The primary MP gauge is down next to the Tach and the secondary MP and Tach readings are on the EDM-­‐830 Engine Monitor The prop should always be kept “ahead of” the thro_le when changing power seyngs to reduce stress on the engine due to high manifold pressure (MP). When increasing power the prop control is moved forward to increase RPM before increasing the thro_le to increase MP. When reducing power the thro_le is reduced before reducing prop RPM. The iniQal power reducQon is to 25” MP and 2,500 RPM – 25/25 (once the gear is retracted). Reduce the thro_le first (it requires a pre_y large movement) by looking at the MP (not the RPM!). The reducQon of the propeller will not take much at all. In fact, you’ll find that you won’t move the propeller control much at all. Small changes in RPM and MP to refine cruise power seyngs can be done in any order. The prop should be full forward when descending to land from pa_ern alQtude or shortly before arrival at the FAF. Various combinaQons of MP and RPM can be used to set a desired power level. The POH is consulted to determine the allowed combinaQons. Note that with a failed engine that is sQll windmilling, best glide distance is obtained with prop control full ab (coarse pitch). Movement of the thro_le and prop control should always be done slowly and smoothly. This helps reduce stresses on the higher power engine and the prop hardware. Gear OperaQon •  Plan on accomplishing a GUMP check at least 3 Qmes on every landing; on short final, when turning final or at the base-­‐final locaQon on a straight in, and when reducing power to start the final descent. And of course aber moving the gear lever to the down posiQon. •  On takeoff the gear should be retracted when a posiQve rate of climb is maintained. •  The gear is held up by hydraulic pressure. SomeQmes in cruise, the Gear In Transit light will illuminate when this pressure has reduced and un-­‐triggered the gear up switches. This may be cleared by a gear cycle. Be sure to slow down below gear retracQon speed before accomplishing the cycle. •  An electric pump is used to maintain, as needed, the hydraulic pressure to keep the gear up. For an alternator failure emergency, consider pulling the circuit breaker on the gear to prevent the possibility of running this motor. The circuit breaker can be re-­‐
engaged to extend the gear or the emergency gear extension procedure can be used. Gear OperaQon (conQnued) •  It is pilot preference to extend the gear at the FAF to start the descent or a few minutes before to allow Qme to stabilize at the desired approach speed. Pilots should lower the gear at mid-­‐point on downwind. •  The choice of a forced landing gear up or gear down is dependent on PIC assessment of the target landing area. If gear down is the choice, be sure to preplan Qme to lower the gear considering if normal or emergency gear extension is required, and the resulQng increase in rate of descent. •  Be sure to include lowering the gear when pracQcing some forced landing procedures to become familiar with the Qme for gear extension and the resulQng increase in rate of descent. Gear LocaQon on Airframe •  The main gear of the Arrow are located further ab of the CG compared to a C-­‐172. This means more control power is required to get rotaQon started on takeoff. •  On landing it is more difficult to prevent the nose from dropping aber the mains have touched down. Quick and precise elevator inputs are oben required. More flaps exacerbates this effect. •  Guidance for Takeoffs –  Put in elevator control at the recommended rotaQon speed and then wait for the increasing speed to raise the nose. Do not expect an immediate response to elevator control input and increase elevator accordingly. •  Guidance for Landings –  Flaps at 20 degrees, the 2nd notch, gives a fla_er approach, slightly higher approach speed, and an easier to control sink rate which reduces the tendency for the nose to drop. Nose Wheel •  The nose wheel is directly connected to the rudder pedals in the Arrow. •  On ground the Arrow must have some forward moQon to move the pedals and steer •  On takeoff, rudder pressure will vary as the nose lightens and libs off. •  On landing with a high crosswind component, the Arrow will jerk in the direcQon of the pedal if the crosswind correcQon pedal input is maintained at nose wheel touchdown. The jerk is usually not too strong and is easily controllable, but it can be a surprise. It does not hurt the nose gear structure, but it can cause more wear on nose Qre. •  Guidance for Takeoff and Landing –  Keep in mind these tendencies and try to anQcipate the need to remove rudder pressure precisely. Recognize it will likely take some pracQce T -­‐ Tail •  The T-­‐tail on the Arrow is not as effecQve at low speeds compare to the C-­‐172 because it is not within the prop blast. •  Most takeoffs will be with a forward CG (without rear passengers or much luggage) – set the trim towards the ab seyng •  On takeoff, holding the elevator ab will have li_le effect. Rotate at 70 knots (requires substanQal back pressure). •  On landing, the elevator pressure to flare will be high, especially with full flaps and a high sink rate (short field landing) •  The guidance noted in the Gear PosiQon on Airframe comments above are also applicable. Control Forces •  The rudder pressure on the Arrow is noQceably heavier than the C-­‐172. Note: the Arrow has a rudder trim with a screw type control; it is effecQve and easy to use. •  Elevator pressure for maneuvering is about the same as the C-­‐172. •  In cruise, the elevator pressure when making small pitch changes may be lighter than the C-­‐172. •  Guidance –  Fly more to adapt to the different control forces Stalls Power off stalls will be more docile than the C-­‐172. The stall brake is not as sharp There us usually plenty of stall buffet warning The Arrow will roll off in a stall but will not start as quickly The Arrow can get into what is oben referred to as a stall “mush”. Because the stall is so benign, it is much easier to maintain and control the stalled aytude and the buffet. The “mush” occurs when maintaining the stall aytude and buffet too long which generates a very high sink rate. The sink rate is difficult to discern visually. •  Guidance • 
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–  Expect this to happen when pracQcing stalls and start at a higher alQtude. Don’t stay in the buffet too long. Watch the ROC indicator for excessive sink rate. Approach/Landing •  Power used to control the descent profile. Some power should be maintained all the way to the flare. •  Approach speed is not constant. Speed will vary from 90 knots on base to 70 knots on short final. •  Go-­‐arounds are more challenging than the 172. Extra rudder is needed, control forces are heavier, need to raise gear and flaps. Landing Sequence •  Mid Field –  First GUMPS check –  Lower gear (< 130 Knots), fuel pump on, fullest tank. –  Do not advance prop control. •  Opposite touch down spot –  Reduce power to 14 inches MP –  Add first notch flaps –  Reduce to approach speed (90 Knots) •  Base –  Second GUMPS check –  Advance prop control –  Second notch flaps •  Final – 
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Final GUMPS check Final notch flaps Reduce speed to 70 knots on short final Leave power 12-­‐14 inches MP •  Flare –  Power off in the flare Cockpit Cabin Entry Door •  There are 2 latches on the door (closing sequence is the same if closing from inside or outside) –  Pull on the door handle and latch the lower one first –  Then close the top latch •  Depending on how the door latch is rigged it may require more force to latch than expected. The latch can also be moved into the locked posiQon without latching and it can be difficult to tell visually if door is latched. The latch is someQmes awkward for passengers to use, so the PIC may have to latch the door when flying with passengers. The PIC will always have to ensure that it is fully latched. A good way do to this is to push check the ab bo_om porQon of the door where the door is most flexible. Autopilot •  Piper Autocontrol IIIb autopilot –  To turn off, push the ON/OFF switch on the autopilot or turn the master off –  Autopilot must be off for takeoff and landing –  Autopilot use prohibited above 200mph CAS –  Lower toggle switch selects nav source (Leb= NAV1 Upper CDI or GTN-­‐750 GPS or VOR/ILS, Right = NAV 2 Lower CDI or SL-­‐30 VOR/ILS) Electric Pitch Trim (on up/off down) NAV Source Select LeO (N1) = CDI#1 Right (N2) = CDI#2 Autopilot (Cont) •  Piper Autocontrol IIIb autopilot HDG Hold – 
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Turn Hdg Hold Switch OFF for wing leveler Turn Hdg Hold Switch On for Hdg Hold When Hdg Hold is ON, A/P tracks source set in A/P Track Switch A/P Track can be HDG (hold heading set with heading bug), Nav track (track the Nav1 or Nav2 CDI), Loc/Loc Back (track localizer) Course Hdg Hold Switch A/P Track Switch CDI #1 Autopilot (Con’t) CDI #2 NAV #1 GTN-­‐750 Avionics Master NAV #2 SL-­‐30