SurClaro Flight Simulator Resources

Posted: Tue Apr 11, 2006 5:47 am Post subject: hahahaha..

Excuse me as I am not a "real" pilot, but I am a real mechanic (auto) and I would just like to point out that you "punch" the throttle in your tube chassis pro mod street machine, not in your piper. Firewalling the throttle will probably upset some people important to your achieving the next level of flight training. Hence the terms "run-up" and "rolling on" the throttle. Be kind to your machine, and it will be kind to you. Remeber, baby wants a smoooth ride.

Posted: Tue Apr 11, 2006 8:28 am Post subject: old pilots

there are old pilots and bold pilots but no old bold pilots

Posted: Tue Apr 11, 2006 8:37 am Post subject:

Actually Groundsquirrel, run-ups are not used for that. A run-up test as it's called is done prior to entering the runway or prior to leaving the gate if you're allowed to do it (some airports forbid that coz' of noise it makes) and what it really does is exercises the prop at moderate RPM with changes in it's pitch and the mixture in the engine. If a mecanical failure is to occur, it's safe to happen there rather then on full power just after Vr Shocked

Rolling start just means you will basically begin your takeoff run at the holding point by the runway. You will apply breakaway power until you cross onto the runway tarmac, increase power a little more until you align with the centerline and then apply full power as per the manual ("Advance to full power at about 5'' of manifold pressure per second" or similar).

Third, the prop engines are rarely kept at their minimal idle, even with the park brk on and on the gate. A certain number of RPM needs to be kept to prevent the engine to flame out and stop. And also to prevent unwanted vibration of the engine, it's casing and suspention, and even the wing itself...On takeoff, with a modern prop the way you go is: first 8mm of throttle lever travel is to be done very gently to allow the engine to spool up, and then at the rate of about 10'' of MAP per second, apply full power and monitor the engine responce.

There! Smile

PS: as for the P-factor.....it is the highest at the wing's break-point, and of course, after that the airplane will stall so you don't have the p-factor to worry about anymore, it's something else.....high power is of course a factor as well, but generally the p-factor is not a significant force that you want to worry about. It's the spiral stream and the engine torque that make it all happen.

Cheers!
Max

Posted: Tue Apr 11, 2006 3:00 pm Post subject:

Max, you are right. There have been many times when I have run-up the airplane at a run-up area, or just before the runway. I have aborted a few flights due to a mag test or carb test, and had to bring it back to get looked at, only if you cannot clear the engine.

Posted: Tue Apr 11, 2006 4:10 pm Post subject:

FSPilot - don't worry about the shirt - take my advice, and wear something you don't mind parting with.

I wouldn't want to spoil the surprise on your first solo. Very Happy

Posted: Tue Apr 11, 2006 6:38 pm Post subject:

Great thread! Such a lot of information....! Shocked

Can I ask a couple of questions? What are the "mag checks"?

And what do you mean by "drain the water bowl"? I mean, what is the water bowl?

And Tenspace what do you mean by "the less than favourable weight and balance condition of a misfiring engine"?

Sorry if I a seem to be hijacking the thread.

Posted: Tue Apr 11, 2006 9:43 pm Post subject:

Mag is short for Magneto (apparently, although I never heard it being used) and a check means that both of the individual magneto systems are checked to comply with certain limits. There are two spark plugs in each cylinder of a piston engine, to ensure proper ignition and equal burn every time. Should one fail, the engine would miss-fire on one of the chambers....and that would make problems.

And I have no idea about the bowl Laughing

Posted: Tue Apr 11, 2006 9:48 pm Post subject:

Posted: Tue Apr 11, 2006 9:51 pm Post subject:

Yes, as Max described, Mag is short for Magneto. Even 152's have two electrical systems - two sets of plugs and two mags. The failure of one mag is what caused my pants-wetting incident above.

The water bowl is a tap off the carburetor float bowl (or any low point in the fuel system) that collects any water in the fuel system. During preflight, you should have a fuel tester which you fill with fuel from the lowest point in the fueling system - there will be a small valve or petcock.

You carefully look for water in the fuel (that's why avgas is colored). If there's a significant amount, then you keep draining the tanks until the water is gone. If there's a couple of drops, or some suspended water, then drain some fuel and test it again.

Posted: Tue Apr 11, 2006 10:13 pm Post subject:

I'm still curious about the shirt thing. Confused

I've heard that piston engines in airplanes are times and times more reliable than what's in a car. There is a few things I know about them... (1) They are air-cooled. Which eliminates the use for a heavy radiator and having to worry about having a hose bust or a thermostat fail. (2) They have dual-ignition ran by two seperate magnetos. Magnetos are so much better than the ignition in a car because they do not rely on a battery or alternator. And with two spark plugs igniting in one cylinder, there is much more complete and efficient combustion of the fuel-air mixture. Also, if one magneto fails, the other one is there to do the work before you land to fix it. (3) If an engine runs at a stable RPM rather than constantly changing its speed, it runs more efficiently, way more. And it also has less stress on it holding a constant RPM.

Posted: Tue Apr 11, 2006 10:19 pm Post subject:

Oh yeah, I meant to ask.... do planes have heaters?

Posted: Wed Apr 12, 2006 6:32 am Post subject:

Thanks for all the answers.

If the mounts fail can it really fall off? I can imagine that happening on an a/c where the engine is suspended from the wing, but on an a/c like the Cessna 172 would that be possible? Has anyone heard of something like that happening on a single engine a/c? Shocked

Posted: Wed Apr 12, 2006 7:20 am Post subject:

Engines can separate from the firewall due to excessive vibration. You're taught to carefully inspect the propellers for nicks and cracks during preflight, so you don't lose part of a tip and experience severe vibration from the asymmetry.

From a propeller repair company: For example, a customer of ours, Bob Polinuk of Selkirk Air was flying his Cessna 185 when the aircraft started vibrating violently. He says that he didn't know what was happening, but he knew he had to stop the engine. He stalled the aircraft and did a forced landing into a swamp. They knew what had happened when they saw that the last 10" of a propeller blade was missing. The engine mounts were broken and the engine was hanging on by the controls. The aircraft had to be helicoptered out and the propeller was sent to Ottawa for analysis. The report concluded that the tip separation propagated from a blade nick.

Posted: Wed Apr 12, 2006 8:01 am Post subject:

Wow!

What happens if you lose an engine on a small twin engine plane? I mean, if it falls off the wing? Will the control surfaces be able to correct the weight imbalance assuming no further failures of critical systems like hydraulics occur?

Posted: Wed Apr 12, 2006 10:30 am Post subject: water in fuel

hi shank
also the aircraft fuel tanks are in the wings (mostly) apart from t67, have drain points also, but when you are learning to fly you WILL be given a checklist to do with every part of the flight from preflight to post flight (thats if its a reputable company and not a cowboy) (thats a term in england for not so professional person) just for our friends across the water
hope this helps
tiptoptips from billybowser