Private Pilot Ground School. Chapter 2

systems if you guys not chapter 1 was fun you just wait chapter 2 so one of my favorites really is so all I can say is sit down put your seat belt on hold on really tight okay because here we go supposed to be two hours ground one hour in the aviation training device well you don't have one here with us now but what we'll do instead is a little bit of ground okay and then we'll incorporate that into the remainder of your training so section any airplanes yeah airplanes right an aircraft category works well for us for every airplane you have operating limitations okay it's something that we require for us to fly any air Malay if we're looking at the required documents that I need to have on board an airplane that's one of the required documents right I have to have any or were than a certificate I have to have registration I have to have a wide variety of things with me one of the things that I need is this this airplane flight manual or poh or some sort of operating limitation now some of these operating limitations are also found not only in the book but also on the panel itself now if we got anything on this panel yeah see on this planet every airplane doesn't matter what kind of airplane we're flying it's gonna have placards okay some sort of operating limitations same things or the same thing over there and over there on that other panel on all of these okay so they have placards the placards that we have in the airplane might include hey this is the type of fuel that's listed next as a fuel tank or inside I have normal category utility category here's how you recover from a spin so if you happen to get into one just look right there next to you and it tells you exactly how to get out of them okay these are things that are required that should be in every airplane I have to I have to bring in one little caveat because I like things to be somewhat quasi realistic we all agreed that we're going to talk about aviation in the classroom we all agreed that sure there's some specific details and everything else some of this has to also apply to the real world we'll call it out there the real world okay that's fine not every single airplane will have every placard that you need it might have every single one and if there's one missing if you let maintenance know they'll put it in but sometimes these things fall off sometimes they're superseded by other type of equipment who in here for instance thinks any of those Cessna 172 November models came from the factory with a Garmin 430 ok so it didn't write so it has to constantly be updated so there is a little bit of truth in there that these things these documents have to be constantly updated when you find your document online the one that you're looking for a Poh 4 Cessna you got to look at some of those details as well do I have the correct one where's my source to see if I have the correct one ok anybody got a source where could I find make sure that I have the where do I where do I find out if I have the correct one the most up-to-date 'add flight manual it should be but we're going through a reality check here how do I know that I have the correct flight manual for my airplane who are you going to ask or where are you gonna go to look that's probably that's a good that's a good start ok that's a good that is a source of information what's that that's the manufacturer yeah they have to they have a legal requirement right they're regulated to make sure that they provide the most up-to-date information on this on this airplane who thinks that 1979 or whenever this last time that that Cessna 172 November was inside Wichita Kansas the workshop over there for Cessna who thinks that's the last time that anything changed regarding the rules on these airplanes no way in the world now a good source of information your instructor or dispatch somebody here they'll be able to help you but if I asked hey what's the source of information for this you will always say instructor okay I got it manufacturer or the FAA I need to find out do I have the most current information you're not going to fly with an instructor during your entire career you'll either have your own airplane you'll fly another airplane your own somebody else's whatever the case may be you may be flying for an operator somebody that manages somebody that takes care of this airplane and you use it for them to generate a revenue this kind of thing will happen how do i as a pilot make sure that I have the most current and up-to-date information on all of this well it's not always ask the instructor I get a look at that manufacturer go to the FAA again cross-reference and research now we're going to trust that the material that we have inside the airplane is the correct one but that is very important for me to use okay so I have a question about how do I do a go-around or a balked landing great question what does the AFM say and is it different for any airplane oh you guys are all flying a Cessna 172 November model sure but now the next day you want to go fly a Cirrus a completely different afm maybe there's some different especially for emergencies maybe there are some different procedures in there my favorite question when I'm gonna go fly with a pilot and they're telling me hey you know what I'm ready for my checkride I can't wait I'm on a whiz-bang mr. Nielson he doesn't know anything about till he's he comes to talks to me I'm gonna teach him a thing or two okay great got a question for you we're flying along and radio catches on fire what do you do oh well that's hopefully not the right answer okay but what do you do well I think I would open the window oh great okay let's start talking a little more in the meantime let me go tell Chrissy that we need more time ground me and you tomorrow - okay because maybe we're not as ready as we think where do I find that information about the emergency yeah even at an exact section right because these things were standardized then whatever 1980-something I believe there are mostly standardized so I know not only the AFM but also exactly what section ago - no tell me step by step by step okay and if I'm confused I need to remember how much of this stuff is a memory item where am i memorandums what do I need to remember how many of these things if I have a low voltage light for instance come on that's another one of my favorites okay great you're coming in for stage check awesome we're gonna go fly the airplane in a about an hour to will talk a little bit on the ground you're getting ready to fly you leave the area you're going over the Everglades and we're going to Naples and you got a low voltage light that comes on what do you do no no well but what would you do if you're sitting there back to the airport is there a checklist let's look at that checklist right so just thinking how do I solve these problems if it's not a memory item in other words the airplanes not on fire well I didn't recently lose power and I'm low to the ground it's probably not a memory item okay pull out your checklist and follow it step by step step one okay do this step two mmm-hmm do that really that's as easy as it is it's not too hard okay all right so I got the operating limitations found in the current FAA proof flight manual approved manual material markings and placards or any combination thereof now the one I put up here was just a sample Skyhawk I think that was a Romeo model remember we don't have a Romeo model at all okay so you'd have to look at a November model airplane or if you have whatever airplane you're going to fly on that day you have to look at that afm alright just real quick and taking a look at some of these things on that airplane to identify is everyone familiar with the fuselage on the airplane what is the fuselage - all just airplane systems right but what is this de fusilar is this thing on hello [Music] does that can everybody visualize the fuselage you know what it is can you describe it to me though I think everybody's over here oh I know can you describe it to me that that's effective you could do that yeah what is the fuselage now we got an artist that's a full-time during this class then you know I am NOT an artist the entire thing right I understand what you're saying yeah fuselage okay all right well that part of it what part are you describing now he's bringing up an interesting little topic here so the tail part what what is the tail part called it's French actually I think I don't know how the French got all involved in some of the stuff that they did whatever - so is just loving life right now okay all right how about the wing where's the wing these are things that I I don't think I'm venturing out on a limb here too far these are things that we should know everybody has told me that they've either flown an airplane or been involved with airplanes so what's a wing what's the wing okay attached to the fuselage by a spar okay that's fine it's an airfoil that produces the majority of the lift created by the airplane right okay that's fine how about trim devices and primary and secondary controls okay yeah what about we'll talk trim devices but we'll talk about primary and secondary controls what are the primary controls on an airplane okay so are there any secondary controls on the Skyhawk that we have flaps okay maybe some trims and trim tabs there's a couple of different ones you got a ground adjustable tab back there on the rudder a few things okay that's fine landing gear I don't think we need to draw what is it are there different types yeah okay retractable non-retractable okay but are there different types of landing gear ski we're not going to land this thing the snow floats I suppose talk about the airplanes that we're gonna use from Cessna 172 November model landing gear alright tires wheels hubs I got some sort of a landing gear olio strut right I got some sort of strut out there one of them has hydraulic and and nitrogen pressure that keeps it ready to absorb the impact of student pilot landings which is great are there any different types of landing gear though not retractable non-retractable different types of landing gear 172 in right okay right any other type landing gear what is conventional landing gear what's conventional landing gear tail wheel or is it tail wheel not conventional nose wheel not so easy right just simple simple subjects like this okay we're talking airplane components not you know the AFM that people never look at anyways and how to reference this thing but just the components of an airplane would you agree with me if I told you that conventional landing gear was the tail wheel but what kind of landing gear do we have out here is that conventional well that's all we have but it's a tricycle type right and you got nose gear you got main gear how many tires we got on that airplane just tell me this should be easy my tires you got on this thing hello sir has there is anyone in this room seen a sky Hawk before or a Cessna any any type okay so how many tires do we have on that airplane three okay somewhat of a trick question but how many which tires and how many tires should we land on okay main so which tire should we land on these are some of my favorite questions when I'm talking to two pilots that are in a stage check or close too close to a check ride yeah which landing gear are we gonna land on which tire do we land on so that sounds kind of enter that sounds kind of intuitive right we land on the main gear but which tire are we gonna land on we're gonna come over here to this airplane that's fine you say I have three tires I agree with that we got one two three okay that's fine whoa easy it's a permanent marker I think you get permanent markers whiteboard yeah okay so this is the nose gear I told you I'm no artist that's the nose gear that's the main gear which tire do you land on okay which one first there's two there's two me so which one well I hope I hope not okay again back to the details all right remember this is a very detail-oriented mmm I hope not nope whichever one is upwind oh yeah of course yeah I knew that right the details the devil is in the detail always on these things so whichever one is the upwind tire okay so just kind of set in the stage for where do I need to think about this do we ever do a crosswind landing no you guys never do because you just scuff it across the runway of course yeah but I should do a crosswind landing if I do a crosswind landing I'm only gonna touch down on one tire and anybody that tells me that I've never had a crosswind landing the runway has always been straight down the wind no sure okay I never I've got some property for you okay I want to sell it to you it's an Arizona it's got an oceanfront view beautiful okay that's a joke of course there's no oceanfront view in Arizona all right anyways so here we got the the details take a look at those details and remember those details alright simple stuff anybody got any questions about what the fuselage is I mean certainly I think we know what it is or the in Panaji which part of the airplane the empanada is the wing trim devices powerplant will certainly get into the power plant here in just a little bit powerplant for us internal combustion engine usually an O three sixty like homing of sorts for cylinders get into that that engine make sure you're familiar with it by the way how is that engine cooled what provides the cooling function for that engine there okay anything else nothing else all right what provides did it did we all drive a car here or a truck or something a vehicle or ride in a bus or any did we all come here on something with the reciprocating engine did anyone walk no one why did anyone ride a bike no one wrote a bike okay so we all came here on some sort of motorized vehicle that motorized vehicle that we came here in how is that engine cooled are you sure circulation has water that goes through now we have an airplane that has coolant we have one that has coolant as Rotax engines on it and it contains coolant and it's also liquid cooled right air-cooled cylinder heads and liquid cooled cylinders the airplane that you're flying is air-cooled okay so some of these details and details matter I can't tell you how many times I get out to fly with somebody and so far everything is looking pretty good they've worked their way down the checklist that's fine they go to the run-up area and they just park the airplane wherever in the world you know so that the the blast pad is behind the propeller okay these airplanes are air-cooled if I'm gonna go to a run-up area and I'm going to advance the throttle sometimes it gets hot here in the summer I advance that throttle up to 1700 1800 rpm whatever my book says that I need to go to to check the the do my pre take off check right where's the cooling coming from from the air and said this thing is air-cooled only so would it make sense for me to point the nose of the airplane directly into the wind doesn't that make sense does anyone agree with me if you don't like some of it may have been lost does anyone disagree with me so you neither agree or disagree there's anyone indifferent not sure where to go with this would it make sense for me to point the nose of this airplane directly into the wind before I conduct my pre takeoff checks it does okay so it doesn't make sense if I'm out there and I'm getting ready to do my run up and I I point the airplane this way and the wind is coming from the right does it make sense to someone who's watching you and someone who's making an assessment of you let's say I'm wondering if this pilot knows what's going on with that engine right I would second guess you know I have to pick my fights okay I can't fight everybody because some people I'm just lucky that they get the airplane on the ground and we can reuse it okay that's just how it goes and in the beginning and that's not just anyone here and the beginning for me that was the same case you know I was lucky to be able to walk out of it without breaking myself all right those are my first couple of landings all right but it was important and I think the times have changed a little bit we all want to get out there and make that nice takeoff or that nice landing or or practice and rehearse for the oral exam but we don't want to do the things that make sense because we're not looking at the details we're not looking at how is this airplane cooled how is this engine cooled it's cooled with the flow of air so if I have 10 knot wind coming from some direction 15 not whatever it's important for me to turn that airplane during this pre-take-off check so that it's facing in the direction of the wind which should be kind of convenient I'm in a run-up area I could turn it a couple of different directions of course I need to leave room for other pilots to that's just pilot courtesy and this is a busy airport so there are some nuances here but it's important for me to turn the airplane so that it's facing into the wind that just makes sense and those are the things that we used to do and if you didn't turn the airplane into the wind and the person next you would say what and the love of God are you doing let's go back to the classroom and take a look and figure out how these engines work okay air cooled alright pilot operating handbook we're on that airworthiness requirements well what are the airworthiness requirements don't I have to have some sort of maintenance satisfied for me to fly the airplane what's that maintenance I need to have an annual right let's do every 12 months 12 calendar months 50-hour we do put 100 hour yeah okay what else you guys are coming along which is good what else do I need to do on that airplane anything I had to do a pre-flight check that's an important one that is anything else is there an ELT onboard when does that ELT get looked at mmm-hmm every 12 calendar months that's correct okay so transponder and now the rules have changed recently right so we need to have that transponder checked every 24 calendar this used to be more of a above 10,000 feet inside the Class C class Bravo 30 nautical mile veil or class alpha or certain operations now we have to have this thing checked all the time okay all right what about pitot static tube now I need to have anything looked at with that every 24 calendar months this is more of an IFR requirement okay but we still do it okay so there's some maintenance requirements ad what is an ad perfect air worthiness directive ever heard of one air worthiness directive ad so air worthiness and then directive you're familiar with them no okay so an air worthiness directive what is this something happened on the airplane remember I was saying earlier when we're looking at this afm we said I need to have what afm the most current and up-to-date afm that's because things change after these airplanes come out of the manufacturer some things change regarding the air worthiness of the airplane a for instance of this something are the seat tracks on some of the Cessna 172s this is just one example so the seat tracks on 172 is at one point in time did not lock properly they did not the pins didn't go down and the seat did not lock properly so a few accidents occurred most of these rules are written in blood and so when I can I'll call it right so a few accidents occurred and it fat was found and determined that some pilots applied takeoff power they began to increase their pitch angle the seat rolled back and they still had the controls in their hand trying to pull them in what happens close to the ground stall spin crash burn die right this logical sequence okay great what well that's how they found out that these things didn't work so Cessna was charged by the FAA to publish an airworthiness draw and actually the FAA publishes the thing that says hey all owners of this Cessna between this serial number and that serial number you have to change and inspect and do all sorts of different things with these seat tracks okay so if something is determined later after the manufacturing process that the airplane requires an additional step or a change or an inspection or whatever it may be the FAA issues an airworthiness directive and says these items must be complied with now your airplane is no longer air worthy once that effective date comes unless you've complied with those requirements okay any questions on that one the manufacturer bears a responsibility to put that in there because if he'll write that day that exact day they see these burning this devotee right only after a year or two they right so the exact same thing what you're saying is true but what I'm saying is also true that comes the manufacturer bears the responsibility if there's any changes in the AFM to publish that as a change they may not print a brand new AFM like you say in that case they were printing afms maybe a year later that's fine but they had the responsibility to issue a change that change could be one page two pages three pages a sticker sometimes whatever the case may be they bear the responsibility to provide that and make it available so if I wanted to find out for these Cessnas exactly which AFM was the correct one I could I would have to be registered as the owner I could contact Wichita Goethe says nut and say hey I want my current AFM everything with all the up-to-date changes and they're required even when they continue to change things like for instance we have an airplane that's in constant flux of change the Italy has not published or they have not finished going through the certification process it seems they finished it but they continue to change the requirements and some of the procedures inside this AFM they still that manufacturer owes it as a duty to provide that to anybody that asks them for that information they're not going to publish a brand-new AFM but at least it changes all right so I've got my airworthiness requirements any questions though about the air worthiness directive I I want to make sure that good yes if the pilot can't see the crosswind I got to see maybe they need a new medical yeah so what we'll go through that again in a subsequent read but yeah it's fun [Laughter] example why we say oh we psyched and we'll spend some more time on that in subsequent chapters but it's an opportunity for me to start getting a discussion open to start opening your mind and kind of take a gauge on where pilots are I want everyone to know that I've flown with a lot of different pilot told you guys in the beginning and a lot of different operations and a bunch of different types of airplanes and they're not all Skyhawks okay and the same type in fact what I find is that most of the time the bigger and and faster airplanes these people have gotten in the worse they are at the basics you know so while I'm teaching the basics and the fundamentals something that I was just raised in something that from from the very beginning when I wanted to learn how to fly airplanes these are what people are teaching me and you always knew where you know that answer was for the which tire do I land on or whatever this just gives me an opportunity to start bringing us back to basics open your mind and gauge everybody's experience level okay okay there's some more I love them all right inside this information manual in this case or a Poh and AFM I've got some interesting interesting details it will tell me everything that need to know about the operation or that airplane to include one of our examiner's our primary examiner's Nielsen one of his favorite subjects how do I start this airplane when it's very very cold outside oh you mean like sixty no yes I understand in South Florida outside right now this is kind of cold for us but no very very cold like Moscow cold you know like 40 degrees minus 20 Celsius or very very cold weather what do i do then it'll tell me the expanded operations it'll tell what to do no those expanded operations for your airplane I can't tell you how many times I see something like this well with a pilot and I know for sure that you're sure not reading the book a whole lot I think a lot of bad habits slip in and that happens anybody do an alternator check it says it on the checklist I love the check mate checklist because they add all sorts of crazy things in there but anyone do an alternator check I love to see when a pilot goes through their alternator checking and I'm asking what are we doing here and what exactly are we trying to do well prior to flights where verification of proper alternator and alternator control unit operation is essential when is that essential IFR or night flights right those are the time when it is essential so those are the times when I really need to do this okay a positive verification can be made by loading the electrical system momentarily with the landing light for incandescent bulbs some ammo and a lot of our airplanes are replaced with an LED landing light that's fine or by operating the wing flaps during the engine run-up the ammeter will remain within a needle width that's an important check of its initial reading if the alternator and control unit are operating properly so as soon as I and I can promise you it's you guys probably didn't invent this on your own and whoever invented it before the person that showed you and before the person that showed them and I don't know where some of these things come from but I wish I could have found it and stopped it then whenever I see a pilot turn off their alternator during a run up on the thing why would you do that because you haven't experienced the other types of problems that could occur now I experienced that somebody showed me this and then they want it was at at a flight school in Pompano Beach when I was I think 22 years old or whatever it was and their requirement before IFR flights was somebody and their organization said that you needed to turn the alternator off and then turn the alternator back on that was the function check they didn't look at the FM well not all places do and not all pilots do so I went out on a solo flight and I turned the alternator off I turned it back on and it didn't come on and then I turned it off and I turned it back on and it wouldn't come back on and I thought to myself how silly am I just 30 seconds ago I had a perfectly good alternator and I turned it off and now it won't come back on and now I'm stuck in Naples because I'm not gonna fly the thing without an alternator and it never came back on they had to send another airplane with a mechanic to come over there and fix the dumb thing I had a perfectly good alternator why didn't I just load it with with the wing flaps or the landing light and check and see if I get a fluctuation how likely is it that an alternator won't come on well not very likely but I can tell you it could happen why be that person and by the way why operate this thing away from the afm just do what the book says if I'm confused about how to start the engine do what the book says okay let me pour a little grain of salt on that don't start a fight with an examiner okay I can tell you that I've worked with the South Florida examiner's for the past two decades some of them have they're interesting little ways we can tell you what a lot of the interesting little ways that some of these examiner's are some of them have a certain belief that this is the right way and it's that way and no matter what who's examiner in the room you were them that's a hard question he is alright so who is going to decide whether you pass or fail yeah that person does the examiner does right if they tell you to do something a certain way if it's not a question like how do I do this can you explain it to me that's a question but if they're telling you wow we're gonna do it like this because I say so just do it like this I can tell you that there was an examiner that failed somebody because that pilot looked at him that really really happened she looked at him and he said don't look at me she looked at him again he said don't look at me she did it I think three more times in the end then she failed why I don't know is there anything in the AFM that says you can't look at the guy in the right seat no okay so believe me the examiner has some authority don't challenge it doing it during the check ride is not it know that you know exactly this book says if you want to go into you know the way and their thought process or whatever else but I know me as a prudent pilot if it's in an AFM that's how I operate the airplane I don't operate the airplane in any other way let's design a check ride and I say do this instead I'm like oh yeah you're sure all right all right all right powerplant you guys ready to go into the engine let's do it so we've set the stage a little bit for powerplant the controls you'll have in the airplane for a fixed pitch propeller our throttle and mixture we've seen these right how do I adjust the power output on the engine in this airplane throttle that's how I adjust power setting that's it just with the throttle the throttle is directly connected to the induction system to the engine and that engine is connected direct drive one shaft to the propeller so when you see in the engine description on the AFM and it says IO 360 direct drive four-cylinder opposing all this other stuff air-cooled direct drive means that the crankshaft on that engine is connected with bolts to the Peller now there's another airplane we have and I just love that other everyone really do I do it's got a gear drive so the crankshaft on the engine is connected to a gear and that gear is connected to the propeller on the engines that you guys are flying the crankshaft is connected directly to the propeller and there's no adjusting the pitch it's fixed that propeller is one blade all the way across alright perfect mixture mixture controls the flow of fuel into the carburetor or fuel system we have a carburetor on our airplane so we'll talk mostly carburetor but we'll also talk fuel injection because you need to be aware you need to know or be familiar with some of these other airplanes as well so I can control the flow of fuel going into the engine does anybody I hope so want to explain why we might need control over the mixture anybody got an idea you know no I know you know okay I like what you're saying you're saying the exact right thing so I'm using my make what happens when I go higher okay don't don't worry about don't give me like an exact altitude but just tell me what happens as we go higher what happens why does it okay what happens with the atmosphere as I go higher pressure so there's less pressure we're good with less pressure as we go higher okay that's fine and I have less dense air everybody okay with that alright anybody oxygen percentage is the same we'll cover that one so anybody do any kind of diving or any kind of swimming where you go very very deep in the water has anyone not done that raise your hand I got to do the nut done in this room has anyone not done that you have not okay so I'm going to assume what you've been in the deep end and the pool at the bottom of the deep end do you feel the pressure yes okay that's liquid that's fluid the air that we live in exhibits fluid like properties okay so air consider this and think of it and especially when we get aerodynamics air will behave a lot like a fluid we are at the bottom of the pool [Music] so as we go higher our perception is we have less and less pressure of course we do that that's exactly what happens well those physical traits of the atmosphere exist and apply to engines as well okay we're going to go through the the cycles of an air of an engine and how this thing works but what's one of the key components for me to make power out of this engine but one of them is fuel what's the other key component for me to make power out of the engine oxygen okay so I got oxygen and fuel I have control over the fuel I want still the same power setting I want to maintain a power setting but as I climb I'm gonna have less and less air density less and less pressure so essentially I have less air entering the intake the engine intake if I have less air less oxygen because air has a percentage of oxygen so if I have less oxygen now entering this combustion chamber I need to have less fuel if I don't have less fuel I don't have an ideal combustion process okay the oxygen is really what makes the burning process occur okay the more oxygen I have in there the hotter this is going to burn so as I climb I need to reduce some of the fuel that's entering but leaving the manifold set to a high output reduce the amount of fuel and power will increase what else increases as that power increases let me ask you this question has anyone here seen an oxy-acetylene torch no boy I'm bringing out all the big words anybody seen a welding torch you are cutting torch certainly anyone watch the Discovery Channel all right you take this thing and you can cut metal with it right they cut vehicles apart with it they cut all kinds of things if I need to cut something I can take an oxy acetylene torch and I can cut that [Music] people would think that's a flashlight [Music] domestic chromatic field yeah yeah I just actually squad is a good feedback and they go to understanding when you have Moscow group uh-huh you probably have a lot of questions about how some words yes don't means they don't understand the topic they don't listen to the word yep have you seen one of these no everybody understand what are you okay I got it I got to try to find out some of these other other terms but cousin because tortes a lot of times I mean flashlights and put it in my son yeah so an oxy-acetylene torch is anyone familiar with how this thing works by the way this is called an oxy-acetylene torch right so where what's the fuel acetylene what's making it hot pressurized oxygen oxy acetylene torch you used one of course yeah love it you've used one you don't use one in avionics yeah because you guys I know all about avionics by the way an avionics guy a long time ago told me avionics is very very easy you hammer it to fit and then you paint it to match okay so anyways this torch oxy-acetylene I have acetylene which is the fuel are you okay this is this is oxygen pressurized oxygen the same kind of ox well in essentially the same kind of oxygen someone used for medical oxygen you've seen the people that have like I don't know what nor emphysema or whatever they have those things sticking up their nose and they gotta have oxygen or aviation oxygen will have it to use when we're flying in some operations okay the same concept it's in a it's in a canister and it's pressurized that oxygen is what allows us to cut metal how thick thick okay we're talking about we could cut through that wall with this thing okay so that's the power that's contained and oxygen just to let you guys know well if I want to harness some of that power I could do that I could do that no problem at all but what I want to do is I want to make the fuel-to-air ratio optimum I want to optimize the fuel-to-air ratio my question earlier before we started talking about oxy-acetylene and torches and welding and cutting and all that was what happens now when I decrease the fuel that's going to that engine I get better performance but I get something else better fuel economy I get that I get one other thing something that's not fantastic for me something that I'd prefer not to have there's a trade-off everything in in nature I get something that I like and I usually get something that I don't like it's a trade-off as a balance okay so I get more power more fuel efficiency but I get this what is it what did I use to cut through that metal heat you get heat okay so when I lean the mixture I'm gonna get more performance I get better fuel economy but I get more heat in fact he is one of the methods that I could use to maximize my exhaust gas temperature some of the exhaust gas temperature gauges work in the airplanes anybody flown their cross country yep anybody use the egt I know I know I know I know yeah I know and you use the egt gauge though don't you ah yes of course and you got an optimizer anyway okay it's gonna be good but here here's the thing when I decrease that mixture and lean that mixture I can see on the egt as it rises and get hot and then it starts coming back down so once it gets to maximum hot that is maximum power once it starts coming back down I'm gonna have a decrease rpm okay and depending on how how finicky that is it may come back real rapidly and get my you know make my pulse rise just a little bit whew felt like I setting it off you know just another two you know half two turns right there in and you got an optimum performance okay but also remember in operations how do I know that I'm operating this thing according to the the way it was built go back to the AFM and look and in our operations it says what for our climb checklist what's the climb checklist on the Cessna 172 November you don't know what you haven't flown the airplane how do you not know this that's only a joke what's the climb checks what do we do climb checks gear up yaar damper on lights off now I'm just kidding that stuff right what's my climb checks what am i doing what do I check at once I take off and as I start climbing what am i checking there is a checklist for the climb yeah for the November motto it's simple airspeed between 70 and 85 power setting full open mixture lean above 3000 feet okay now I'm climbing it's an air-cooled engine I want more power but I'm getting more heat so I should use a cruise climb 70 to 85 don't climb these things at 60 knots and then start leaning your mixture you'll burn one of the cylinders up Andre is going to get mad at everybody okay but above 3,000 feet that's your limitation the same thing for descending on my descent checks it says enrich and for smooth operation at 3000 this needs to be full rich Cessna decided that for cruise altitude meaning above 3,000 feet AGL everything below that you're going to keep the mixture all the way full rich just to kind of make it simple for classes more than anything else to make it easy for the operators and you guys are the operators okay fantastic so that's mixture any questions about mixture there's some important key points on there No okay we're going to glance for a moment at a fixed or at a constant speed propeller so something where I can adjust the propeller I have throttle that's where I manage my manifold pressure so the engine output but not my total power output okay the propeller the blue knob now I can adjust an exact engine rpm and it does it through a propeller governor that allows the blades to change their pitch and maintain an exact engine rpm whether I'm climbing or descending this makes it very nice for descents because no longer in fact I'm encouraged to leave my power set as high as possible so that I maintain some cylinder head temperature okay I want to decrease my altitude right decrease that pitch and descend with power still in that's good and that propeller will stay at whatever rpm I have set it won't continue in our airplanes if you decrease your pitch well now the engine rpm starts speeding up okay that won't happen in this airplane and again you have a mixture control this is one of the three elements that I need for a complex airplane okay engines I love engines reciprocating engine operation induction supercharger turbo charging and this and all this good stuff how in the world oh boy remember I told you don't start a fight with the examiner I'm about to tell you guys something that's going to blow his Munder blow your mind and just don't start to fight with the guy right because there's a little bit of school of thought on different things however this tells me that if I pump the throttle right before I start an engine which we never could do because well maybe we just didn't have enough fire extinguishers by or maybe we just didn't want to try to even start a fire in the first place but pumping the throttle on the airplane before you start it could cause a fire listen could cause raw fuel to accumulate in the air intake air duct creating a fire hazard in the event of a backfire if this occurs maintain cranking action so this is what do I do if I have an engine fire on the ground well why do I want to start that in the first place don't pump the throttle before you start the thing write an outside attendant with the fire extinguisher do we have those pretty sure we don't is advised for cold starts without preheat well fine when I have cold starts really but you can consider that every start and the very first thing in the morning as a cold start it says don't do that okay now then before take off warm up how do I know that the engine is sufficiently warmed up to fly if the engine accelerates smoothly the airplane is ready for takeoff so once I get these airplanes where the throttle will cause the engine to accelerate smoothly it's ready to take off we don't have this problem very often because it usually doesn't get below 50 degrees here okay maybe 40 I think that's sometimes for a day but keep in mind since the engine is closely cowled meaning that engine has the cow set in a certain way inside that engine cowling there are baffles there are all sorts of things that direct air and allow air flow over the cylinders and that's called closely counting for efficient in-flight engine cooling precautions should be taken to avoid overheating during prolonged engine operation on the ground also long periods of idling may cause fouled spark plugs okay but try not to take a lot of time doing what we got to do taxi out here get your takeoff checks complete takeoff that's the idea not always the easiest thing to do with the ATC but I don't want to cause extra time on the ground just because I'm not ready for my before takeoff checks I should know what those look like and be able to go through them relatively quickly ok this is a float type carburetor we don't have to be geniuses or experts we don't have to go build one or be able to work on a carburetor but it's important especially for some conditions that we need to know about it's important for us to be familiar with some of the concepts so if you look at the fuel Inlet over on the right hand side that's fuel coming from the fuel tanks going through some sort of fuel filter going through a fuel pump and entering what's called the float chamber the fuel will come in to the float chamber depending on that float so there's a float that like the word says it floats and as it comes up with rising fuel it shuts off the fuel Inlet when the engine consumes the fuel the float goes down and then more fuel is allowed to come in through the fuel Inlet essentially what you have is a readily available source of fuel close to the engine okay you have a mixture needle which we can see I can adjust and close that open it as required and then the air comes from the bottom of the engine that's why when we look at the propeller the air filter is below the propeller hub and air goes through the filter and then into the carburetor okay we're gonna get into this thing called venturi and and Bernoulli's principle and all that but just know that I have a venturi here meaning that the volume of air is restricted the cinah t the air inlet or correction vicinity of the discharge nozzle so I've got fuel coming here same exact level as the float chamber and then as it comes through the pressure decreases rapidly and allows fuel to mix with an atomized inside that Inlet now I have my proper fuel mixture and it goes through the throttle valve and goes to the air intake and ultimately to the to the cylinders this is how the carbureted system works great okay there's one potential hazard for this carbureted system and that is if I have any moisture in the surrounding air in the air that we're flying do we have any moisture here in South Florida and that's supposed to be a joke any moisture near us has anyone seen the Florida peninsula have you seen the Caribbean Sea or the atlantic ocean things that yeah we've got a lot of moisture here okay a tremendous amount of moisture these are the months right now that you will see on the news once a year sometimes we get a couple in a year sometimes it skips a few years pilots will crash airplanes off the shoreline because they're on their descent or flying an airplane with the carburetor and they've never used carburetor heat because I don't know don't I there's a wide variety they weren't taught they didn't know different airplanes that know I had a carburetor lots of things details you know all those details us talking earlier important stuff a good way to make the news is what I call it so they are descending don't have the carburetor heat on and the carburetor turns into this in Florida okay this can happen at temperatures as high as 70 degrees Fahrenheit now help me out for a minute but I'm pretty sure that's about 20 degrees Celsius 21 21 degrees Celsius pretty warm but couple of things I got air coming in with a high moisture content I've got rapidly decreasing pressure which if we take it through the ideal gas law that's going to tell me temperature drops and I've got fuel that's atomizing anyone had fuel gasoline not kerosene not jet fuel has anyone had fuel on their hand before after when it starts evaporating doesn't get a little bit cold because it evaporates quickly and when atomizes this becomes the perfect place for ice to form okay how much fuel are we gonna get into the engine not much less and potentially a whole lot less enough of a reduction to stop the engine from working and we see it on there I think the most recent one was last year I think they skipped I'm hoping nobody does it this year but I think it was two years ago there were two airplanes that went right over there off the soar and had to get rescued by the Coast Guard and I think one of the airplanes was from this airport not from this school but was from this airport so how do we avoid this anybody got any ideas I know one of you has the idea how do I avoid this what's it called carburetor heat okay how do I use that and why in other words is that an anti icing or a de-icing mechanism the exhaust shroud by the way the word shroud comes from a mummy you guys familiar the mummy boy I know why did they make these things like this you guys seen him mommy right it's the old Egyptian where they wrap him up in something and then he comes to life you've seen the movie The Mummy well all that stuff that he's wrapped in is called a shroud but yes so you got a shroud not a mummy shroud but a metal shroud surrounding the muffler and the exhaust system yep where does that go where does that warm air go yeah it goes right there and it's unfiltered I like you more and more I'm telling you so if I'm on the I know I'm telling you so this carburetor heat when I have it on guess what he just said I don't have a filter so that why after landing checks you you turn that off I'm gonna love flying with you I know that already because it's important don't keep bringing all the crap and dirt and mess and bugs and everything else straight into the engine I'm a guy that typically likes to take care of engines okay I just I take care of equipment I really do but that's one of the things you can do get that carburetor heat off but this does bring back to our focus here it does bring heated air inside now if I've waited until the ice begins to form now that heated air if it's if I use it as a de-icing which is not designed as a de-icing mechanism but if I use it as a de-icing mechanism this melt becomes what we call water okay water goes straight into the engine anyone tried to run an engine with water going into it it's not good right it starts running very very very rough okay and may shut off now if I allow the engine to shut off I have more than one problem and that is I can't get it started again because the heat that I'd normally use won't go in there to melt that ice so with some of these pilots at crafts because they had carburetor icing even if they knew after the fact that they had carburetor icing that can do nothing about it you are a different you are a different category and class of airplane which is very glider okay that's what you are now and it's not going to change so I want to turn that carburetor heat on prior to all of our airplanes except for one has a tachometer with a green arc from 2100 to 27 if you're operating outside of that green arc then you need to have your carburetor heat on so anything less than 2100 rpm now it's not uncommon for airplanes from the 70s to have a little bit of work done on them sometimes and occasionally the mechanic puts in a tachometer from a different airplane that it really doesn't belong in that exact airplane we have one airplane I can't remember which one it is but the green art goes all the way down at like 500 okay still need that carburetor heat on whenever you're operating below 2100 rpm okay so we're that's your key if I'm decreasing my power I need carburetor heat on okay fine fantastic so that's carburetor icing let's take a look at the ignition system we have two ignition systems inside the airplane why do we have to somebody give me the wrong answer why do we have to that's the wrong answer we have eight plugs that is a reason but it's not the primary reason why you're correct that is one reason why but anybody know the primary reason why we have two ignition systems that's the primary reason okay yeah I know it seems like and most pilots that's why I said give me the wrong answer because most pilots will think redundancy safety right I have two identical systems if one fails I still have the other one that's gonna continue to run this engine okay that's fine that's not the primary reason why that's kind of a spin off what you would say okay the primary reason why is for increased power it's almost a sales technique okay I don't know why they wrote it that way but they did all right so I've got primary reason increased power more efficient fuel consumption more fuel burn more power by using two simultaneous ignition systems Magneto's good very good what is a magneto how does that work what's the difference between a Magneto and an ignition coil Electrical what do you mean doesn't mean you need to that's let me let me let me do this because again this is another one of those tricky subjects so I'm Agnes anybody not heard the word Maggie no we all know magneto okay good not the guy in x-men that's in you know he does the stuff with the metal not x-men magneto although he's cool and he doesn't know if he's good or he's bad one anyway so a Magneto if I had a magneto right here with me now which I would love to have and I've tried to get and maintenance is really guarded with these things I could take that magneto and I could spin it like this and I could produce a spark I have no battery I have no alternator I have no anything I can create a spark just by turning the magneto right here and I know that because we had one at one point time and two students got together and one shocked the other one and then he yelled and I think Jose threw the thing out yeah that is it's soap yeah anyway me and Joe saga that goes way back but I don't need any outside energy for this thing it will continue to run the engine can start and we can take the battery completely out of the airplane and throw it away we could have the alternator belt broken there is no alternator in this airplane that engine will continue to run okay so that's a pretty nice safety mechanism as well we got two of them right and then of course the plugs to plug the spark plugs that make the spark okay fuel systems will go to fuel systems a couple of different one a gravity-fed system or a fuel pump system okay and that's a great great great question it really is okay we're going a little practical here which I love to be prepped believe it or not I like the classroom because I think nobody else does and I enjoy it I can tell jokes and get up here and look funny but I'm better in the airplane I think I like it better and practical is where I like to be so what you're saying is I get out there I'm doing my before takeoff checks right I go through all the flow flight instruments I got my flap set I got my trim set everybody got seatbelts on door closed windows closed we're burning up inside there because it's so hot all right but I do my 1700 and then I'm checking Magneto's okay I should do this on every flight and if I do this on every flight what I'm about to say then day of examiner should be just him watching me do what I normally do not preparing myself for what I'm gonna do when the examiner is there you guys follow me that's the difference in making the news and not making the news okay so what you're telling me is on any flight okay I check right magneto and I observe a decrease in rpm and that decrease in rpm exceeds my parameters remember depending on the airplane that you're flying it might be no more than 125 or 50 difference between the two so whatever it says on that check which I got out of my AFM that's my parameters so I checked Magneto there I check right Magneto and it decreases rpm outside the parameters what do I do the first thing I do is I tell myself right then and right there I'm not flying this airplane like this okay that's the first thing you say but the second thing you do is you apply a little bit of good practices best practices or corrective actions there are some things that I could do what I could do in this case is I increase the power output make sure you've got the brakes set properly in the airplanes not moving okay continue to look outside to observe and make sure that you're not moving I advance my throttle output okay I need to get somewhere vicinity 65 75 percent power something cruise power setting so I'm going to go 2300 if I can get that out at 22 2300 our okay somewhere in the green range and then I leaned the mixture now what am i doing when I leaned the mixture we said there are three things increase in power I should observe the RPM increase okay I decreased my fuel consumption but I increased the heat the cylinder head temperatures and the exhaust gas temperatures rise this likely will cure that problem that you're experiencing okay because what I'm doing is I'm increasing the temperature so that the spark plugs that are probably contaminated with carbon debris are now heating up and some of that carbon debris is released outside the exhaust so it's effectively burning the carbon deposits off the cylinder or off the spark plugs okay that's great so now I decrease my power setting it is acceptable for me to leave my mixture where it is because part of the checks will tell me and depending on the airplane that you're in part of my before takeoff checklist tells me mixture best power mixture best power isn't pushing it all the way in that's mixture full rich mixture best power was just now created by us when we did this run-up when we increased our power and we went back and we increased the engine rpm to maximum output that also increased the temperature okay so now I leave my mixture right where it is set the throttle to 1700 and recheck I can tell you from my experience and I'm not too much of a statistics guy but statistically speaking nine million nine hundred 99.99999 percent of the time that works it's very seldom that that does not work I have had it happen but not often where I don't get a good check on exactly so some of this stuff and you know what I we can we could armchair quarterback somebody all day long you guys remember the armchair quarterbacking or Monday morning quarterbacking okay so when do when do the football games happen tomorrow last four teams anybody watching Kansas City no whatever okay football games are typically on Sunday Monday morning and Monday afternoon what are all the newscasters do well if I was in that situation I would have done this and I want to ran that play and I'd have done this instead that's called Monday morning quarterbacking or armchair quarterbacking okay so we could do that to other pilots all we want to I try not to you know even and I've read numerous accident investigations is something I do personally in my professional development but I go to flight four four seven Air France right oh man Bonin should have done this and should and I gotta check myself and make sure I wasn't in that environment I'm in an air-conditioned room okay I didn't have an air bus falling apart around me right so not to armchair quarterback or Monday Morning Quarterback that pilot but here's what I'm thinking sometimes it's better to err on the side of the most safe route so could that a pilot have increased the throttle made another check and maybe taken his check ride okay fine saved himself some time convenience everything else I like what that pilot did you know why because what did I say was the first step when you observe that I just now said that there was one step the very first thing you do when you observe a engine check that's out of parameters what's the first thing you do nobody remembers just like three minutes ago first thing you do when you're doing that magneto check and you see the engine rpm dropped below the parameters what's the first thing we do you remember what I said write what I write what I say the first thing is you say I am NOT flying this airplane like this okay and that's what that pilot did which was a perfect decision the examiner is not going to tell him well we could do this we could know he's not a pilot and he's not the pilot he is an evaluator okay that the examiner is along for the ride you are taking that person on a ride you go out there and say mister examiner I apologize but we can't go on this ride then you did the right thing okay absolutely okay so fuel systems I got a gravity-fed system left and right tank typically going through some sort of fuel selector valve okay there's some of these fuel systems our fuel systems for instance will allow both tanks to empty fuel simultaneously they're also interconnected so if I don't fly the airplane coordinated if I don't fly the airplane straight which doesn't mean look at the ball okay but if I don't fly the airplane straight I could end up with a fuel imbalance I could end up with more fuel on one side than another because I'm constantly flying with you no pressure being put on that side of the airplane to include thistle tanks and everything inside it right all right so I got two tanks they're interconnected I have a fuel vent a fuel selector valve which goes to a strainer okay or typically speaking some sort of fuel filter and also a place where I can collect a fuel sample something will let me say okay the fuel at this lowest point inside the airplane does not contain any type of contamination water whatever the case is okay we have a primer which I'm pretty sure we know it there it's listed primer it says primer right over there that's what we're supposed to do you do this number right here you might have a ground fire I don't know we got an examiner that wants to do that because probably because if you don't lock the primer in which has happened and the primer comes out a little bit then fuel will come through the primer into cylinders one two and four and cause flooding in the engine and stop running so I think it's more risk mitigation for him than anything else cuz he can't reach over there and find out if that thing's in and if you don't use the primer properly you can cause an engine problem but that is the primer that's how you prime the airplane and then you got a carburetor now one of my popular questions are what about that fuel vent and you can see it's on the Left tank we got the fuel vent on the Left tank in the airplane correct so it allows the fuel as it's consumed to be replaced with fresh air so that we don't create a vacuum occasionally you'll see with topped off tanks and in direct sunlight you will see fuel coming out of that vent if I'm flying with you because I'm just the jerk that way and we're doing your you're doing your pre-flight and there's fuel coming out of that vent I'll tell you hey captain we've got a fuel leak are we gonna fly oh no definitely not let me go tell Joe well of course on the chin what's Joe gonna do get out there right okay that's not a fuel leak sometimes fuel will vent out of it that's common on larger airplanes they leak all the time exactly if the tank is full now the vent is just something that we checked but again it allows fresh air to replace the fuel as is consumed so that there's no vacuum that's your gravity fed system on a pump fed system which certainly it's not unreasonable to suggest that we could fly that we don't fly that in the primary flight training but I got a left and right tank sometimes two or three or four more tanks sometime we're interconnected with main tank systems ox tank systems or whatever this very simple system has a selector valve left writer both if that's available or off these could be turned off as well the primer the strainer an electric pump typically speaking and if you have a fuel pump system it will have an electric backup and then the engine driven fuel pump and then it goes to the carburetor or fuel injection system okay all right a lot of a lot of talk about airplane engines a lot of how do these things get cooled how to by the way we're talking air cool air cooled systems just real quick to not beat a dead horse but just real quick what's the primary function of the oil then well the primary function of the oil is to cool the engine okay so it lubricates and allows the engine to not overheat that's why you know I need sufficient oil there's a parameter on that there's a range on that but we've talked we've talked ignition systems how it's cooled how the engine gets the fuel how the carburetor works how does this thing make power though is there a wizard inside the engine cowling that just kind of Wiggles his nose and all of a sudden the propeller spins no of course not there's no magic genie in there right none of that stuff there's a four-stroke system okay back a long time ago in a less sensitive world it was very very easy for us to remember those four cycles of an internal combustion engine okay okay okay so that that's fine so that normal system the normal way that an engine works is I have intake all right so the piston comes down against the cylinder walls it creates a vacuum and then that end to the fuel air mixture with the intake valve open so there's an intake now both valves closed and the cylinder moves towards the top of the cylinder head and I have come but I have a compressed fuel air mixture so I've taken a volume of fuel air and then reduce that volume so we have compressed fuel air mixture very very volatile okay then a spark occurs from the spark plugs which causes power that's an explosion right it's an explosion inside the cylinder which forces the piston down okay then the exhaust valve opens and the cylinder moves back to the top pushing all of the well most of the exhaust out of the exhaust side so out of the exhaust manifold so you got four strokes right four cycles you got intake compression combustion or power and then exhaust anybody else hear about the easy memory aid for how to remember the four strokes every airplane every engine works this way whether it's a piston engine or a rolls-royce pushing a Jeep [Music] what are those four strokes suck squeeze bang and blow I made it really easy for me to remember as a teenage boy alright those are your four strokes every airplane every engine is going to work the same now if something occurs and that cycle gets out of sequence now I could have detonation what happens I could be overheating it could be contaminated fuel it could be improper fuel it could be a wide variety of malfunctions that occur that caused this which is detonation and detonation remember you have to suck the squeeze the bang that part where the explosion occurs and it forces that piston back down the cylinder detonation is an uncontrolled explosion of the fuel air mixture within the cylinders combustion chamber okay so instead of having a controlled burn which creates power this is an explosion it causes excessive temperatures and pressures which if not corrected can quickly lead to failure of the piston cylinder or valves okay in less severe cases detonation causes engine overheating roughness or loss of power so any of this could occur on an airplane engine that is not functioning properly it could be overheating roughness or loss of power if I suspect an overheated engine during a climb tell me what you would do you're flying an airplane and you suspect an overheated engine during a climb perfect increases these are air-cooled engines he's saying everything everything right I may want to do a couple other things what else could I do to help what you said is perfect but there's some other things that I could do to help take the mixture and enrich in the mixture because if I'm rich in the mixture it cools that engine okay this seems counterintuitive to pilots that are not terribly familiar with the internal combustion process because they're thinking I'm adding more fuel yes but what causes that fuel to burn hot oxygen so I'm decreasing the percentage of oxygen in this equation that's what I'm doing when I enrich in the mixture okay so that's something else I could do I could decrease power settings you know there's a wide variety I want to decrease the load on the engine while increasing the airflow okay fantastic that is airplane systems let's take a look reciprocating fine super charging turbo charging Oh real quick the airplanes that we fly are what's called normally aspirated or naturally aspirated meaning the pressure that is introduced to the intake manifold so the pressure that's used to make that intake cycle work to bring fuel and air into the piston or into the cylinder the pressure that's used is only what Mother Nature provides okay so if I'm sitting here on the at sea level on a normal day on a standard day I get about 30 inches of manifold pressure once I get to 18,000 feet effectively I have about half I have about 15 inches at 18,000 feet well I promise you we're not going to find for one mic echo at 18,000 feet okay not gonna happen today why mostly because the powerplant okay there's not enough pressure to push that fuel air mixture into the engine and create enough power just doesn't have enough power some airplanes do have some added components that allow them to do this okay some airplanes are built with superchargers or turbochargers can these are internal combustion engines not talking about turbine engines at all but some airplanes have a turbocharger which applies compressed they're using exhaust gases okay it doesn't take exhaust gas and put it in there but exhaust gas spins a turbine which is connected through a shaft on an opposite side compresses fresh air filtered air and allows that compressed air to enter the combustion chamber what does this do this gives me Mother Nature on steroids right that's what it gives me so now I have 20 inches of manifold pressure at 15,000 feet that's all I have but I have the turbocharger which is giving me an additional 10 so I still have 30 inches of it I got the same exact power at 15,000 feet that I would have on the ground that's fantastic well that's a turbocharger system are we flying those here no but just the concept think about that concept and that'll help reinforce the fact that as we climb in these airplanes we do have less power generated by the airplane we're limited by the engine power and available manifold pressure kind of a shame because a long time ago pilots figured out in engineers and I think Howard Hughes was involved in this and I started figuring out that as we climb I have less air density which means less drag which means I can go faster but we just didn't have enough enough power to get the airplanes up there but then of course we had the super constellation and anybody seen the engines on that thing well anyways don't get me off on the super Connie all right but it had a lot of turbochargers and turbochargers that fed into the other side of the engine produces a tremendous amount of power out of these combustion engines and then they could go up to higher altitudes and get better true airspeed okay so that's super charging turbo charging abnormal combustion refueling oil systems cooling systems we know that I need to have the a or excuse me that I have air flow and that's what causes the engine to cool another type of engine exists one brand name of that engine is called a row tack we can show you one and that one has water-cooled cylinders okay air-cooled cylinder heads but water-cooled cylinders pretty neat deal the exhaust system we talked about and how the exhaust system is used with the exhaust shroud to do two things actually one we already talked about and that's his heat to cover it and also heat the cabin so you're using the exhaust system to heat the cabin oh my god are we gonna die from from carbon monoxide no but we don't die from carbon monoxide because of that exhaust shroud there's a metal cannister around the exhaust and that takes Heat not exhaust air but it takes heat from the manifold and then heats up the surrounding air and we can use it inside the cabin of course depending on you might smell a little bit of something that's just stuff that's been in there that you know hasn't been used in six or seven months so when you first turn that on people get a little anxious it's probably okay it's been inspected all right colors fixed pitch console speed that's fine I should treat every propeller as if it were on a live engine okay so when you guys are doing your pre-flight when you're walking around airplanes just lollygagging and looking at airplanes I do that too right treat that propeller as if it's going to crank and start right then one thing that we learned or reinforced today was that the magneto does not require a source of energy so if I move the propeller and the magneto fires that propeller and that engine could start believe me when I tell you words hurt but props will kill you okay one of our mechanics that used to work here about five years ago his boss got hit in the back by a propeller doing the same exact thing he was underneath the the airplane and somebody moved the one of the other mechanics that was working it had hot fuel in it it had been recently run they were just looking at something troubleshooting after a flight and moved the propeller there was a broken peel Ede so there was a broken electrical lead that didn't allow that magneto to ground properly and it started and it pulled a big chunk of hide off this guy's back almost killed him okay so it can happen treat every propeller as if if you move it if you even touch it if you even look at it that it could start okay because these things are tremendously dangerous okay full authority digital engine control there are some engines that work with a FedEx system in other words they are fully electric and those airplanes typically require I don't know that they require it by airman certification but it does require additional training for that system if you lose the diamond twin so I don't know about the new one the da 62 but I know the older ones if you lose electrical power and that you would you would have a dead engine which is exactly what happened to a first couple of pilots that started flying these back in the early 2000s and they they had a dead engine excuse me a dead battery and a cold winter morning in South Florida so it was 50 degrees right freezing cold and they went out to start this twin star you guys do you know what a twin star is a twin diamond you've seen these other airplanes around here they're diamond airplanes they got like the canopy and stuff like that well this one just has two engines on it okay that has a full authority digital engine control system these pilots went out to fly that airplane that morning found they had a dead battery they couldn't crank the engine either one of the engines so they called for line service line service came out with a GPU ground power unit they put the you know follow the procedure at the time the procedure did not list anything at all about the hazard that they were about ready to face and coming back to the AEDs and stuff so ground put the power in they cranked both engines turned on the alternators that's fine pulled out the ground charging and the battery was still not charging because they hadn't excited the alternator field yet they were taxiing around but doing so like we do at a very low engine output that's courteous that's smart that's what you should do but on this particular airplane that could cause a hazard because they got ready to take off from runway 1 0 at Pompano anybody been to Pompano yet kind of a short runway at the end of it is the intercoastal and a couple of hotels a couple of buildings right there so they get ready to take off great they break ground first thing you do when you get off the ground on a multi-engine airplane gear comes up they bring the gear up the the gear power pack activates and brings the battery below the power level to run the engines that a dual engine failure facing the intercoastal and a bunch of hotels so it was a crash a crash yeah the two pilots a trainer they died okay so that's the full although it doesn't mean that if you fly off a deck system that you'll die but you need to have your electrical system working properly before you take off and then electrical system so on our on our electrical system we've got a 24 volt battery and a 28 volt system just know that that alternator is going to keep a slightly higher charge so that it can continue to charge the battery we touched on this when we're talking how do I check that alternator well the alternator should show the ammeter should show that when I place a load on the system that there's a slight decrease in amps and then it increases as the alternator replaces that load and charges the battery okay any questions at all on power plant related systems yes sir it okay so the answer should be relatively intuitive what and I'll answer your question by asking you one in return okay what describes how I can operate my airplane yes sir second that's it so you ask a question when can I use one tank are you asking about a Cessna because that's in level flight only but are you asking about a different type of airplane I don't know so I'm asked I'll answer your question for the Cessna and level flight only it's plaque arted it says right there on the fuel selector valve but what about for any other type of airplane I need to look at the afm and that's what I want to reinforce and get back into you guys how do I know what to wear to put this lever how do I know when to use that switch how do I know what to do with this button over here it's all in the afm right it'll always be in the afm but great question anybody else you

Channel: SkyEagle Aviation Academy

Views: 83,329

Rating: 4.8922386 out of 5

Keywords: ppl, ground school, private pilot, skyeagle aviation, flight school, flight training, ppl training, ppl theory, aircraft systems, airplane systems, engine, internal combustion engine

Id: BxP_d2UvDDQ

Length: 98min 53sec (5933 seconds)

Published: Fri Apr 24 2020