For this I chose to use a Piper Arrow III, SFJ.
After a quick briefing on the ground, running through the safe operating speeds, procedure for adjusting theAP and RPM, we were away off to the training area.
There are a number of differences apart from the weight and power of the engine compared to the good ol warrior.
To start the engine, the mixture is at cutoff until the engine turns over, then is quickly put into full. Prop (RPM) is at full fine for start up, taxi and takeoff.
If you need to prime it, which should only be done when absolutely necessary as I'm told this type of aircraft floods easily and can take up to 2 hours before you can attempt to start it again!
The procedure is as follows:
Mixture Full Rich
Fuel Pump On
Throttle Full Open until you get a stable fuel flow
Then Throttle closed an start the engine!
After take off with no useable runway remaining, landing gear comes up and we set climb power of 25in and 2500RPM along with the other after takeoff checks.
We took off out to the training area for some general handling and emergency training.
I had to really think to remember my HASSEL checks, however my CFMOST engine failure was good. We did a couple of steep turns and the main thing I noticed was how much more stable this bird is, the trim holds well and there was much less fluctuations in the height, or maybe I was just concentrating ;).
Stalls were normal except you have the prop full fine before you start for the recovery and I did lose more height than I'm allowed for in my CPL test so I will need to get out there and do those again to brush up.
Coming back in to land we actually had the nose wheel light not come on, we switched globes around and still no joy. Up goes the landing gear and then cycle back down again and we were in business. Almost a very real situation and I was glad to have an instructor with me, although I probably would have been talking to the tower for guidance.
Best glide is 80kt and once you have your field in sight you can put the prop into full course or "feather" to save on drag. Landing gear is really the last thing you do in case you don't make the field, as it creates a lot of drag and reduces the glide distance.
Cruise power was 23in MAP and 2300RPM so very straightforward, 90kts BRoC which was nice, although we didn't feel it today as it was quite hot.
Vle is 129kt and Vlo is 107. There is 3 hours or so for the endoresement and the first is mostly general handling. Flight number two is circuits. The first two or three circuits I was really chasing the plane, I was spending a long time on the after take off checks with the extra checks. Reducing power after take off to set best climb speed. It was a hot and turbulent day, mostly mechanical and thermal, which was fine but I found it did add a little stress to the experience. The aircraft is slightly faster so I found I was really getting through downwind quickly, of course the light bulbs on the gear extension were playing up so there was the ever present fear that the undercarriage was not actually down!
We did the a glide approach and two flapless.
CASA was also doing ramp checks, the first time I've seen that in 3 years of going to the airport. Luckily we had all the current maps and p charts.
After an hour of solid circuits we headed in to refuel the pilots and have a short briefing on the emergency gear extension procedures before heading back out to the training area.
The procedure for a manual gear extension is fairly straightforward, basically check all the electrics and fuses, then slow down to 87kt and then push the lever down.
If it doesn't extend, try yawing the aircraft in both directions to try Nd lock it into place. If still unsure do a fly by of the tower and ask the tower to have a look and then hope for the best.
I really enjoy being with an instructor and find I get more out of them than I used to.
Thanks for reading.
It's a lot nicer flying a plane with retract and CSU isn't it, feels a bit more like a 'real' plane! Although it does add a bit more complexity when you start off in them, once you do a couple of hours it becomes as second nature as a basic trainer.
ReplyDeleteJust one thing and I don't want to second guess your instructor, but teaching 23/23 for MAP/RPM in the cruise is a bit lazy!
Ask your instructor to show you the correct procedure for setting MAP/RPM which is by looking in the POH power settings table for your desired altitude. What you'll find is the Arrow POH only allows combinations with RPM at 2200 or 2500, for example the preferred combination with reduced prop noise at 4000' is actually 25 inches and 2200RPM if I recall correctly...
Cheers