Re: Just In: July 25th Checkride Part II - Flight Test

You're welcome, best wishes for your ride.


--
James H. Macklin
ATP,CFI,A&P

"Cecil Chapman" <bayareapilot@xxxxxxxxxxxxx> wrote in
message
news:IVHtg.171847$F_3.13338@xxxxxxxxxxxxxxxxxxxxxxxxxxxxx
| Your reply was 'pure gold' treasure trove of
information,,, thank you Jim!
|
| --
| --
| =-----
| Good Flights!
|
| Cecil E. Chapman
| CP-ASEL-IA
|
| Student - C.F.I.
|
| Check out my personal flying adventures from my first
flight to the
| checkride AND the continuing adventures beyond!
| Complete with pictures and text at: www.bayareapilot.com
|
| "I fly because it releases my mind from the tyranny of
petty things."
| - Antoine de Saint-Exupery -
|
| "We who fly, do so for the love of flying. We are alive
in the air with
| this miracle that lies in our hands and beneath our feet"
| - Cecil Day Lewis -
| "Jim Macklin" <p51mustang[threeX12]@xxxhotmail.calm> wrote
in message
| news:Z1Htg.67744$ZW3.65096@xxxxxxxxxxxxx
| > Sounds good. The flyweights are spring-loaded and the
prop
| > control sets the pressure on the speed spring. The
| > flyweights move the pilot valve to allow oil to flow out
of
| > the prop to increase rpm [single-engine common system].
| > This is caused by the twisting force on the blades
forcing
| > the piston in the hub to move. Reducing rpm requires
engine
| > oil to be picked up and the engine oil pressure is
boosted
| > by the oil pump within the governor and then direct by
the
| > pilot valve to the prop hub.
| >
| > Loss of engine oil pressure will cause the governor to
be
| > starved of oil and cause loss of prop control. The
first
| > indication of an engine oil problem may be loss of prop
| > control. In a single-engine system, this will be
| > over-speed, while in a multiengine aircraft the system
is
| > designed and balanced oppositely. Loss of oil will
cause
| > prop feathering.
| >
| > This bit of knowledge is useful as a troubleshooting
step,
| > if you see no oil pressure or get a warning light, but
you
| > still have control of prop rpm, it is a gauge failure
[most
| > likely]. There are fixed stops and in a multiengine
| > aircraft, there are stops that are controlled by
centrifugal
| > force, which allows a running engine to be feathered.
| > You've no doubt seen the King Airs on the ramp with the
| > props feathered, since they do not have the feather
lock-out
| > stops that piston engine use. Other turboprops have
| > shutdown locks because the loads on the engine trying to
| > start a feathered engine are very high.
| >
| > You've probably heard of unfeathering accumulators,
these
| > are just a pressurized source of just enough oil to
begin
| > unfeathering the engine. This is just a bit of extra
info,
| > you'll be expected to know when you get your ME and
ME-CFI
| > ratings.
| >
| > Be sure you understand the difference between gear
uplocks,
| > down locks, pressure locks and the emergency extension
| > system. Electro-hydraulic power packs such as are used
on
| > the Beech C24R and the Arrow and C172RG are different
from
| > an engine driven hydraulic pump as used on most older
| > designs. And some airplanes are electro-mechanical,
such as
| > the Beech Bonanza which uses a motor to turn a housing
which
| > has three solid push-rods to move each gear leg and door
| > system. You will be expected to know the airplane
you're
| > using very well and as a CFI you should have some
general
| > knowledge about other systems. Just don't try to bluff
the
| > inspector. Certain things are common, such as the need
for
| > warning lights/horns, position indicators and emergency
| > extension systems, but the details will vary from model
to
| > model. Know what the Vspeed are and why they are
important,
| > know the numbers for the plane you're using.
| >
| > The flyweights "hunt" moving the pilot valve in small
| > amounts as the prop rpm varies in-flight. The spring
| > pressure sets the rpm needed to balance the forces and
keep
| > the flyweights in a neutral position with the oil flow
in
| > the governor to or from the prop at no flow.
| >
| >
| > --
| > James H. Macklin
| > ATP,CFI,A&P
| >
| > "Cecil Chapman" <bayareapilot@xxxxxxxxxxxxx> wrote in
| > message
| > news:wsFtg.64772$fb2.45405@xxxxxxxxxxxxxxxxxxxxxxxxxxxxx
| > | Very good stuff! Thank you Jim. I'm actually getting
| > another systems
| > | ground session with my CFI just to be sure.
| > |
| > | BTW, my thumbnail understanding of the Constant Speed
| > propeller system is as
| > | follows (I believe what I'm about to share relates the
| > McCauley Constant
| > | Speed Prop:
| > |
| > | It gets it's oil from the same oil the engine is
using.
| > The 'Reader's
| > | Digest Version' of how the prop works (and please let
me
| > know if there are
| > | holes in my understanding) is that the prop control
| > actually affects
| > | pressure on a spring that keeps the fly-weights
in-place.
| > So, say I already
| > | have set the prop for 2300 RPM straight and level. I
take
| > the nose of the
| > | aircraft and put it down, prop rpm in (for example) a
| > fixed pitch the rpm
| > | would increase.. BUT with a constant speed prop, the
rpm
| > starts to
| > | marginally increase which places levels of centrifugal
| > forces that allow the
| > | fly-weights to overcome the tension of the spring and
in
| > doing so (kind of
| > | opening up like petals on a flower) opens a valve
which
| > allows oil to flow
| > | into the hub which moves the prop blades into a
different
| > pitch. This
| > | continues until they reach a pitch that enables the
spring
| > (I think it is
| > | called a 'speeder spring', but I'm not 100% on that)
to
| > overcome the
| > | centrifugal forces (or is it centripetal forces?) of
the
| > fly weights so that
| > | they return to their 'folded down' position and the
oil
| > flow is closed-off.
| > |
| > | Every constant speed prop has a governing range within
| > which the prop rpm
| > | can be reliably controlled which is determined by the
| > mechanisms inside the
| > | constant speed assembly. The constant speed prop's
| > 'default' position is
| > | low-pitch, high-rpm, this is done so that if oil
pressure
| > is lost to the hub
| > | the prop blades will revert to this low-pitch high-rpm
| > setting.
| > |
| > | Okay, this is all I know about the constant speed prop
on
| > the plane I fly.
| > | Is this appropriate amount of knowledge or do you
think
| > there are more
| > | aspects that I should be aware of for the ride?
| > |
| > | Thanks in advance to all! :)
| > |
| > | P.S. Sounds like that date (since your wife's is two
days
| > earlier, as you
| > | said) will make my 'ride' a generally 'red letter'
day! :)
| > |
| > | --
| > | --
| > | =-----
| > | Good Flights!
| > |
| > | Cecil E. Chapman
| > | CP-ASEL-IA
| > |
| > | Student - C.F.I.
| > |
| > | Check out my personal flying adventures from my first
| > flight to the
| > | checkride AND the continuing adventures beyond!
| > | Complete with pictures and text at:
www.bayareapilot.com
| > |
| > | "I fly because it releases my mind from the tyranny of
| > petty things."
| > | - Antoine de Saint-Exupery -
| > |
| > | "We who fly, do so for the love of flying. We are
alive
| > in the air with
| > | this miracle that lies in our hands and beneath our
feet"
| > | - Cecil Day Lewis -
| > | "Jim Macklin" <p51mustang[threeX12]@xxxhotmail.calm>
wrote
| > in message
| > | news:7NEtg.67738$ZW3.57773@xxxxxxxxxxxxx
| > | > Make sure that you can operate all the avionics in
the
| > | > Arrow, including the autopilot [if installed] and
that
| > you
| > | > understand the operation of the prop and governor.
| > | > Understand where the prop governor gets its oil
supply
| > and
| > | > what oil pressure actually does in the prop hub.
The
| > forces
| > | > on the prop are high and due to lift [thrust] acting
a
| > | > little off the center of blade rotation [centrifugal
| > | > twisting moment] and the forces of oil pressure,
| > mechanical
| > | > linkage, all controlled by the pilot controlling the
| > force
| > | > of the speeder spring on the fly-weights in the
| > governor.
| > | >
| > | > Be prepared to answer general and airframe specific
| > complex
| > | > questions.
| > | >
| > | > Good luck, July 25 is a luck day, just two days
after my
| > | > wife's birthday.
| > | >
| > | >
| > | > --
| > | > James H. Macklin
| > | > ATP,CFI,A&P
| > | >
| > | > "Cecil Chapman" <bayareapilot@xxxxxxxxxxxxx> wrote
in
| > | > message
| > | >
news:0hCtg.3852$2v.2690@xxxxxxxxxxxxxxxxxxxxxxxxxxxxx
| > | > | Arrow III will be up and ready next week and I'll
be
| > using
| > | > another 172 for
| > | > | practice. Just confirmed with my CFI - July 25th
| > (don't
| > | > have a time yet)
| > | > | will be the Flight Test portion of my checkride.
| > | > |
| > | > | Jeez, I'll be glad when everything is all done and
I
| > have
| > | > my certificate
| > | > | in-hand! :)
| > | > |
| > | > | --
| > | > | --
| > | > | =-----
| > | > | Good Flights!
| > | > |
| > | > | Cecil E. Chapman
| > | > | CP-ASEL-IA
| > | > |
| > | > | Student - C.F.I.
| > | > |
| > | > | Check out my personal flying adventures from my
first
| > | > flight to the
| > | > | checkride AND the continuing adventures beyond!
| > | > | Complete with pictures and text at:
| > www.bayareapilot.com
| > | > |
| > | > | "I fly because it releases my mind from the
tyranny of
| > | > petty things."
| > | > | - Antoine de Saint-Exupery -
| > | > |
| > | > | "We who fly, do so for the love of flying. We are
| > alive
| > | > in the air with
| > | > | this miracle that lies in our hands and beneath
our
| > feet"
| > | > | - Cecil Day Lewis -
| > | > |
| > | > |
| > | >
| > | >
| > |
| > |
| >
| >
|
|


.

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