Aircraft Systems & Emergencies

corresponding change in engine sound) could be due to a bad tachometer cable, or internal instrumentation failure  Manifold Pressure  Errors could be caused by internal failure, moisture in the line, or leaking line  Reading should be close to the ambient air pressure with the engine off  Sea level pressure minus 1”/1000’ (C) 2014 Open Sky Aviation, LLC. 22 Carb Icing (N/A for fuel-injected engines)  ALWAYS use full carb heat!  Don’t use partial heat: ice could reform in the intake system  Partial heat is only acceptable with a carb temperature gauge (avoid -10C to +10C)  During run-up, note a 100-300 RPM drop with carb heat applied  An engine analyzer will show drop in all EGTs  If engine roughness and/or RPM increase, indicates potential carb icing  Detecting carb ice  Fixed-pitch  Unexplained decrease in RPM  Constant-speed  Unexplained decrease in MP  If carb ice is suspected* 1. Slowly add full power 2. Apply carb heat 3. Wait for a decrease in engine roughness and/or increase in RPM  Be aware of the potential for carb icing  When is carb icing more of a threat: the winter or the summer?  Answer: More likely in the summer  But there’s the potential for it nearly year-round  See more with AC 20-113, Lycoming SI 1148C * Always refer to the POH for the manufacturer’s recommended procedure (C) 2014 Open Sky Aviation, LLC. 23 Carb Icing - Prevention 1. Perform a carb ice check just prior to takeoff 2. If flying in conditions conducive to cruise-power carb ice, it is permissible to cruise with carb heat on  Be sure to readjust the mixture  Heated air is less dense, so re-lean the mixture 3. Avoid extended power-off descents  Engine is producing less heat, so carb heat will be less effective 4. Carb heat works best as a preventative measure  Don’t wait for carb icing to form; if at all in doubt, use carb heat  Use at the first sign of carb icing  If you wait too long, there may not be enough engine heat left!  Consider applying carb heat at regular intervals during cruise (C) 2014 Open Sky Aviation, LLC. 24 Engine Problems  Above all else, maintain a safe airspeed!  If doing so means having to do a controlled crash, so be it – better to crash land under control, than to stall/spin into the ground  Nearly all low-altitude stall/spin crashes are fatal!  But controlled crash landings have much more favorable outcomes  When you have an engine problem, “think FAST”  Fuel – Fuel pump on, switch tanks, adjust mixture  Air – Carb Heat / Alternate Air, adjust throttle  Spark – Magnetos  Trim - For best glide (C) 2014 Open Sky Aviation, LLC. 25 Heating & Ventilation  Airflow is regulated between front and rear seats by levers  Air is exhausted by an outlet under the rear seats  Heater and defroster  Ram-air: ineffective until you are moving  Heat comes from a muffler shroud  Cracks in muffler could lead to CO poisoning (C) 2014 Open Sky Aviation, LLC. 26 Heating & Ventilation – Close Up Fresh air gets ducted from the engine baffle, to the heater muff on the muffler (C) 2014 Open Sky Aviation, LLC. 27 Heating & Ventilation – Close Up (Cont.) (C) 2014 Open Sky Aviation, LLC. 28 Heating & Ventilation – Heat Diversion Push forward to divert heat to the front seat Push rearward to divert heat to the back seat Front seat heat opening: OPEN Front seat heat opening: CLOSED (C) 2014 Open Sky Aviation, LLC. 29 Carbon Monoxide  Effects are cumulative over time; even small concentrations over time can be hazardous  Altitude intensifies the effects  Smoking also intensifies the effect  Smoking is roughly equivalent to a 5000’ altitude Concentration Symptoms 35 ppm (0.0035%) Headache & dizziness within 6-8 hours of constant exposure 200 ppm (0.02%) Slight headache, fatigue, and nausea within 2-3 hours 400 ppm (0.04%) Headache within 1-2 hours 800 ppm (0.08%) Dizziness, nausea, and convulsions within 45 minutes 1600 ppm (0.16%) Headache, dizziness, and nausea within 20 minutes; death in less than 2 hours 3200 ppm (0.32%) Headache, dizziness, and nausea within 5-10 minutes; death within 1 hour 6400 ppm (0.64%) Death within 25 minutes 12800 ppm (1.28%) Death in less than 3 minutes (C) 2014 Open Sky Aviation, LLC. 30 Carbon Monoxide – CO Alerts  Some aircraft have panel-mounted CO detectors  Good ones trigger when the CO level > 50ppm  What to do if you suspect CO  Shut off the heater and defroster  Open fresh-air vents and storm window  Descending will reduce the effects of altitude and might buy you needed time  Land as soon as practicable  Declare an emergency if necessary (C) 2014 Open Sky Aviation, LLC. 31 Control System – Aileron  Cessna 172 and Piper PA-28 systems are very similar Always check for proper control movement on both sides! There have been cases of ailerons being mis-rigged Yoke LEFT aileron RIGHT aileron To the LEFT UP DOWN To the RIGHT DOWN UP (C) 2014 Open Sky Aviation, LLC. 32 Control System – Aileron, Continued  What to check for during pre-flight  Do both ailerons move in the proper direction?  And do they move freely?  Do you get full aileron deflection in both directions?  If not, this also indicates a rigging issue  Is the control wheel level when both ailerons are neutral?  If not, indicates a rigging issue  Are there any bulges in the ailerons?  Bulges could mean the aileron was used to push the plane forward, and will cause an out-of-trim condition during flight  Are there any cracks in the aileron skin?  Is there excessive free play in the ailerons (without a resulting deflection in the control wheel)?  Too much (>0.24 “) could indicate low cable tension, among other things (C) 2014 Open Sky Aviation, LLC. 33 Control System – Rudder  Cessna 172 and Piper PA-28 systems are very similar Cessna nose gear connected via bungees Note, separate cable to actuate left and right movement Piper nose gear connected directly to rudder pedals (C) 2014 Open Sky Aviation, LLC. 34 Control System – Rudder, Continued  What to check for during pre-flight  Are the rudder pedals neutral when the rudder is streamlined?  If not, indicates a rigging issue  This may be difficult to check for – nose gear might not be in neutral position, based on how the aircraft is parked  Rudder travel and operation can’t be tested during the walk- around (unlike a Cessna)  Is there excessive free play in the rudder?  Are there any bulges or cracks in the rudder or rudder skin?  Since the nose gear is directly connected to the rudder, excessive nose gear shimmy could cause damage (C) 2014 Open Sky Aviation, LLC. 35 Control System – Stabilator  Cessna 172 and Piper PA-28 systems are very similar  NOTE: Stabilator/elevator and anti-servo/trim tab are rigged separately Note, separate cable to actuate up and down movement Trim tab cables Control cables (C) 2014 Open Sky Aviation, LLC. 36 Control System – Stabilator, Continued  What to check for during preflight  Is there excessive free play in the trim tab?  Maximum of 0.15 “  Does the trim tab cabling look worn or frayed, or not evenly wrapped around the trim barrel?  Does movement of the trim wheel move the trim tab?  And does it move freely, or is there excessive resistance?  Does the stabilator and tab move in the proper direction?  Trim tab is an “anti-servo tab”, and moves in the same direction of the stabilator’s movement  Do you get full stabilator deflection in both directions? (C) 2014 Open Sky Aviation, LLC. 37 Control System – Flaps  Two main things to note 1. Left and right flap are directly linked together  Virtually no chance of a split- flap condition 2. Flap operation  Flaps are indirectly pulled UP by spring tension  Flaps are directly pulled DOWN by the flap handle (C) 2014 Open Sky Aviation, LLC. 38 Brake System  One master brake fluid reservoir  Hand brake, and left & right toe brakes all have separate brake cylinders  The hand brake is incorporated into the master brake cylinder  Pilot and Co-pilot brake pedals are plumbed in series (C) 2014 Open Sky Aviation, LLC. 39 Brake System - Detail From master brake reservoir Left toe brake lines Right toe brake lines Brake fluid from the master brake reservoir feeds into the left and right toe brakes through the co-pilot’s side (C) 2014 Open Sky Aviation, LLC. 40 Tires & Landing Gear  Over-inflation  Can cause uneven tread wear  Reduced traction  Tread more susceptible to cutting  Increased stress on aircraft wheels  Under-inflation  Uneven tire wear  Greatly increases stress and flex heating in the tire  Shortens tire life  Can lead to tire blowouts  Proper inflation values  Archer II/III  Nose gear: 18psi  Main gear: 24psi  Dakota  Nose gear: 28-30psi  Main gear: 35-40psi  Proper strut extension  Nose gear: 3.25” +/- 0.25”  Main gear: 4.5” +/- 0.50” • Consider what the tires go through for takeoff versus landing • Landing: Sudden acceleration to touchdown speed, then continual deceleration and slow taxiing • Takeoff: Taxiing for takeoff (especially at a large airport) builds up heat in the tires, and then continual acceleration during takeoff • Tires are a critical component (C) 2014 Open Sky Aviation, LLC. 41 Exterior – Miscellaneous Drain Holes (C) 2014 Open Sky Aviation, LLC. 43 Be sure to let any water run out, especially during the winter (and check for frozen ice around the holes) Exterior – Cowling (“Classic”) Cowl Vents Exhaust Stack Main Fuel Strainer Drain Air Box (C) 2014 Open Sky Aviation, LLC. 44 Exterior – Cowling (“Modern”) Exhaust Stack Fuel Strainer Drain Alternator Air Inlet Cabin Heat Air Inlet Air Box (C) 2014 Open Sky Aviation, LLC. 45 Exterior – Lower Cowling Crankcase Breather Hose Main Cowl Vent (C) 2014 Open Sky Aviation, LLC. 46 Exterior – Static Discharge Wicks  As an aircraft moves through the air, it builds up a static charge. Eventually, the charge differential will become large enough that it will discharge into the air.  This discharge causes electromagnetic interference that will be picked up in the radios as loud static.  The static discharge wicks help control the static build- up, and greatly reduces the electromagnetic interference from static discharges. Static Discharge Wick Static Discharge Cable (C) 2014 Open Sky Aviation, LLC. 47 Emergencies (C) 2014 Open Sky Aviation, LLC. 48 Pitot-Static Problems – Discussion  How would you know if you have a static port blockage?  Would ATC know? Why, or why not?  You make a pitch and/or power change and don’t get the expected indication  Use and cross-check with GPS altitude  What about occasionally switching to alternate air?  If your altitude is way off, it may damage the altimeter  How would you know if you have a pitot port blockage?  Would ATC know? Why, or why not?  Would they necessarily tell you?  You make a pitch and/or power change and don’t get the expected indication  Use and cross-check with GPS airspeed  Remember, GPS is ground speed, not air speed (C) 2014 Open Sky Aviation, LLC. 49 Pitot-Static Problems – Examples  Vertical Speed Indicator  Pointer not at zero when level  Aging diaphragm / zero rate-of-climb out of adjustment  Pointer doesn’t respond  Obstruction in static line  Static vents frozen over  Water in static line  Pointer oscillates  Leak in static lines  Possibly defective instrument  Rate of climb changes reading when airplane is banked  Water in static lines  Rate of climb reads very low during (obvious) climb or descent  Instrument case broken or leaking  Altimeter  Excessive scale error or oscillations  Instrument defective  Setting knob hard to turn  Instrument defective  Altimeter stuck / doesn’t change with altitude  Water or restriction in static line  Altimeter changes reading when airplane is banked  Water in static line  Airspeed Indicator  Airspeed oscillates  Instrument defective  Airspeed reads high  Instrument defective  Leak in static lines  Airspeed reads low  Instrument defective  Leak in static lines  Pitot head incorrectly aligned  Airspeed changes when airplane is banked  Water in static line (C) 2014 Open Sky Aviation, LLC. 50 Engine Problems  Three types of problems 1. Complete power loss 2. Partial power loss 3. Pending potential problem  Three phases of flight 1. During takeoff 1. Before obtaining a safe altitude 2. After obtaining a safe altitude 2. Cruise 3. Descent & Approach  The type of problem you have, and the phase of flight that it occurs, will determine which steps you should take (C) 2014 Open Sky Aviation, LLC. 51 Engine Problems – Continued  Complete Engine Power Loss  During takeoff, before safe altitude  Maintain safe airspeed  Use flaps as necessary  Make only shallow turns  During takeoff, after safe altitude / During descent and approach  Switch fuel tanks  Verify mixture rich, fuel pump on, and primer is locked  Carb heat on  Try left or right magneto separately  Adjust mixture and/or throttle  During cruise  Check engine instruments for indication of cause of power loss  Partial Engine Power Loss  Generally, the same steps as before, except less time critical  Aviate, Aviate, Aviate  THEN Navigate (and Communicate)  Engine Roughness / Partial Power Loss  Carb heat on  [Piper POH] If still rough after one minute, carb heat off  Adjust mixture for maximum smoothness  Even at the same altitude, you may need to occasionally re-lean due to different air densities (“high to low, lookout below”, etc)  Fuel pump on 1. In order to switch tanks 2. In case of engine-driven fuel pump failure  Switch tanks  Fuel tank may be empty (or nearly empty)  Fuel may be contaminated  There may be a block in the fuel line to that tank  The fuel vent may be blocked  Try left or right magnetos separately  If operation satisfactory, continue and land at first practical airport (C) 2014 Open Sky Aviation, LLC. 52 Engine Problems – Indications  Loss of oil pressure  Faulty gauge  Most likely if oil temperature doesn’t also increase  Malfunction in oil pressure regulating system  Oil leak  Land as soon as possible  If engine still running, maintain altitude in case of a sudden engine stoppage  The low oil pressure light will illuminate when the oil pressure drops below 35psi.  High oil pressure  Faulty gauge  Malfunction in oil pressure regulating system  Land as soon as possible  High oil pressure can damage the engine seals  Low oil temperature  Engine not pre-heated enough  Winterizer plate not installed during cold weather  Faulty gauge  Most likely to happen on the ground – shut engine down and investigate the cause  High oil temperature  Low oil level  Obstruction in oil cooler  Winterizer plate still installed during warm weather  Damaged/improper baffle seals  Faulty gauge  Climb at a higher airspeed or level off  Increase mixture  Reduce throttle  If temperature continues to rise, land as soon as possible (C) 2014 Open Sky Aviation, LLC. 53 Engine Problems – Indications (2)  Excessively high CHT (>400F)  Use of a lower fuel grade than 100 octane  Extremely high manifold pressure with low RPM  Extended ground operation or steep climbs in which cylinder cooling is reduced  Poor engine baffling  Climb at a higher airspeed or level off  Increase mixture  Reduce throttle  If temperature continues to rise, land as soon as possible  Low fuel pressure  Faulty gauge  Fuel system blockage  Engine-drive pump failure  Low fuel  Boost pump on  Switch tanks (C) 2014 Open Sky Aviation, LLC. 54 Engine Problems – Miscellaneous  Excessive engine vibration (other than engine roughness)  Could be a propeller out of balance  If imbalance is severe enough, it could cause the engine to be pulled off the engine mount  If this happens, recovery is likely impossible due to the severe weight & balance imbalance  Could also be a more serious engine problem  Example: Failed exhaust valve on one cylinder  Engine fire  During start  Mixture to idle cutoff  Open throttle & continue cranking engine  This is to attempt to draw the fire back into the engine  If fire continues for more than a few seconds, extinguish it by the best external means  In flight  Fuel selector off  Throttle closed  Mixture to idle cutoff  Electric fuel pump off  Heater & defroster off (C) 2014 Open Sky Aviation, LLC. 55 Control System Failures  FAR Part 23  23.147(c) – Directional and lateral control  Summary: The airplane must be safely controllable without the use of the primary lateral (roll) control system within the approved operating envelope.  23.677 – Trim systems  (b) Trimming devices must be designed so that, when any one connecting or transmitting element in the primary flight control system fails, adequate control for safe flight and landing is available with—  (1) For single-engine airplanes, the longitudinal (pitch) trimming devices  (2) For multi-engine airplanes, the longitudinal and directional (yaw) trimming devices  (d) Summary: The airplane must be safely controllable following any powered trim system runaway that might be reasonably expected in service, following an appropriate time delay after pilot recognition. (C) 2014 Open Sky Aviation, LLC. 56 Control System Failures  Broken throttle cable  Adjust power using the mixture control  Broken stabilator cable  Trim for stable, level flight, until ready to land  Plan for a no-flap landing  Reduces the pitch variations required  Can’t raise nose  Apply substantial nose-up trim  Push forward to pitch down, release pressure to pitch up  Can’t lower nose  Apply substantial nose-down trim  Pull aft to pitch up, release pressure to pitch down  Jammed rudder  Airplane will generally be flyable, but in a slip  Keep this in mind as you make any configuration changes  Airspeed may be erroneous  Unnecessary maneuvering could cause a stall/spin (C) 2014 Open Sky Aviation, LLC. 57 Control System Failures – Brakes  Signs of impending brake failure  Gradual decrease in braking action after brake application  Noisy or dragging brakes  Soft or spongy pedals  Excessive travel and weak braking action  Dealing with brake failure  Throttle to idle  Full aft elevator (to aide in aerodynamic braking)  Flaps UP (increased weight on wheels, to aide in frictional braking)  If spongy brakes or pedal travel increases  Attempt to pump the brakes to build up brake pressure  If one brake is weak or fails  Use the other brake sparingly, using opposite rudder as required (C) 2014 Open Sky Aviation, LLC. 58 Miscellaneous Emergencies  Seat slides back on takeoff or landing  DO NOT grab the yoke!  Be sure to inform your passengers (especially non-pilots) in the pre-flight briefing  Sick passenger (airsick or otherwise)  What would you do? VFR, IFR  Runaway pitch trim  What would you do?  Disconnect autopilot  Yoke disconnect  Autopilot master switch  Pull circuit-breaker  Disable electric pitch trim  Electric pitch trim master switch  Pull circuit-breaker  Turn off avionics master switch  Turn off master switch  Autopilot (including pitch trim) servos are designed to be overpowered  There is also a speed sensor that disables the electric trim over 140 KIAS  Propeller over-speed  Fixed-pitch  Reduce throttle  Stay below red-line  Reduce airspeed  Constant-speed  Reduce throttle  Stay below red-line  Check oil pressure  Reduce prop control  Reduce airspeed (C) 2014 Open Sky Aviation, LLC. 59 Miscellaneous Emergencies  Spins (unintentional)  Exact steps vary from plane to plane – read the POH 1. Throttle to idle 2. Ailerons neutral 3. FULL opposite rudder 1. Followed by control wheel full forward 4. Neutralize rudder after rotation stops and smoothly regain level flight 1. Airspeed will build rapidly, so return to level flight needs to be quick, but smooth so as not to overstress the airframe  Open door  Such a common occurrence that is a non-issue, but frequently causes unnecessary accidents  Remember, the doors are double-latched, so it’s unlikely it is completely unlatched  AVIATE, then determine best course of action  Nearly impossible to close the door yourself, but if it’s only partially unlatched, it may be possible for a passenger to attempt to close the door  Otherwise, consider landing as soon as possible and closing on the ground (C) 2014 Open Sky Aviation, LLC. 60 More Information  AFM or POH  Dakota: 761-689  Archer II: 761-722  Archer III: 761-868  Arrow II: 761-493  Warrior II: 761-649  Operator’s Manual  Lycoming O/IO-360: 60297-12  Lycoming O-540  Airplane Maintenance Manual  Type Certificate  Aircraft  Piper PA-28  Engine  Lycoming O-360  Lycoming O-540  Propeller  Sensenich 76E-series  Hartzell F2YR-series  Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25A) Open Sky Aviation, LLC. http://openskyaviation.biz gbaluha@openskyaviation.biz (C) 2014 Open Sky Aviation, LLC. 61 Piper PA-28 “Cherokee” Series Overview  PA-28(S)(R)(T)-###(T)  PA – Piper Aircraft  28(S)(R)(T) – Series ID  S = Seaplane  R = Retractable gear  T = T-tail  ### – Horsepower  ##0/5 = “Hershey bar” wing  ##1/6 = Semi-tapered wing  ###T = Turbo-charged engine  Cherokee Lines  150/160  140 / 140E / Cruiser  Warrior / II / III  180/180G  Archer II / III  Archer LX & TX  28R-180/200 Arrow / II  201 Arrow III/201T Turbo Arrow III  Arrow  235/Charger/Pathfinder  236 Dakota (C) 2014 Open Sky Aviation, LLC. 62 PA-28 Aircraft Examples  PA-28-235/236  235HP  Constant-speed Propeller  Fixed Gear  PA-28R(T)-180/200 & 201  180/200HP  Constant-speed Propeller  Retractable Gear  PA-28-180/181  180HP  Fixed-pitch Propeller  Fixed Gear (C) 2014 Open Sky Aviation, LLC. 63 Piper PA-28 Models Model Approved Engine Engine Output Fuel Fuel Capacity Max Weight Max Baggage Seats PA-28-160 Cherokee 10/31/1960 O-320-B2B/D2A 160hp @ 2700rpm 91/96 2x25g=50g 2200 125,200 4 PA-28S-160 Cherokee 2/25/1963 O-320-D2A 160hp @ 2700rpm 100/130 2x25g=50g 2140 125 4 PA-28-150 Cherokee 6/2/1961 O-320-A2B/E2A 150hp @ 2700rpm 80/87 2x25g=50g 2150 125,200 4 PA-28-180 Cherokee 8/3/1962 O-360-A3A/A4A 180hp @ 2700rpm 91/96 2x25g=50g 2400/1950 125,200 4/2 12/6/1966 O-360-A3A/A4A 180hp @ 2700rpm 91/96 2x25g=50g 2400/1950 125,200 4/2 PA-28S-180 Cherokee 5/10/1963 O-360-A3A/A4A 180hp @ 2700rpm 100/130 2x25g=50g 2222 125 4 PA-28-235 Cherokee Pathfinder 7/15/1963 O-540-B2B5/B1B5/B4B5 235hp @ 2575rpm 80/87 2x25g + 2x17g = 84g 2900 200 4 6/9/1972 O-540-B4B5 235hp @ 2575rpm 80/87 2x25g + 2x17g = 84g 3000 200 4 PA-28-140 Cherokee Cruiser 2/14/1964 O-320-E2A/E3D 150hp @ 2700rpm 80/87 2x25g=50g 2150/1950 100,200,300 2 6/17/1965 O-320-E2A/E3D 150hp @ 2700rpm 80/87 2x25g=50g 2150/1950 100,200,300 2 6/17/1965 O-320-E2A/E3D 150hp @ 2700rpm 80/87 2x25g=50g 2150/1950 100,200,300 4/2 PA-28R-180 Arrow 6/8/1957 IO-360-B1E 180hp @ 2700rpm 100/130 2x25g=50g 2500 200 4 PA-28R-200 Arrow 1/16/1969 IO-360-C1C 200hp @ 2700rpm 100/130 2x25g=50g 2600 200 4 PA-28R-200 Arrow II 12/2/1971 IO-306-C1C/C1C6 200hp @ 2700rpm 100/130 2x25g=50g 2650 200 4 PA-28-180 Archer 5/22/1972 O-360-A4A/A4M 180hp @ 2700rpm 100/130 2x25g=50g 2450/1950 200 4/2 PA-28-151 Cherokee Warrior 8/9/1973 O-320-E3D 150hp @ 2700rpm 80/87 2x25g=50g 2325/1950 200 4/2 PA-28-181 Archer II 7/8/1975 O-360-A4M/A4A 180hp @ 2700rpm 100/130 2x25g=50g 2558,2550/2138,2130 200 4/2 PA-28-181 Archer III 8/30/1994 O-360-A4M 180hp @ 2700rpm 100/100LL 2x25g=50g 2558,2550/2138,2130 200 4/2 PA-28-161 Warrior II/Cadet 11/2/1976 O-320-D3G/D2A 160hp @ 2700rpm 100 2x25g=50g 2332,2325/2020 200,50 4/2 7/1/1982 O-320-D3G/D2A 160hp @ 2700rpm 100 2x25g=50g 2447,2440/2027,2020 200 4/2 PA-28-161 Warrior III 7/1/1994 O-320-D3G 160hp @ 2700rpm 100/100LL 2x25g=50g 2447,2440/2027,2020 200 4/2 PA-28R-201 Arrow III 11/2/1976 IO-360-C1C6 200hp @ 2700rpm 100/100LL 2x38.5g=77g 2750 200 4 PA-28R-201T Turbo Arrow III 11/2/1976 Continential TSIO-360-F/FB 200hp @ 2575rpm/41" MP 100/130 2x38.5g=77g 2912,2900 200 4 11/2/1976 Continential TSIO-360-FB 200hp @ 2575rpm/41" MP 100/130 2x38.5g=77g 2912,2900 200 4 PA-28RT-201 Arrow IV 11/13/1978 IO-360-C1C6 200hp @ 2700rpm 100/130 2x38.5g=77g 2750 200 4 PA-28-236 Dakota 6/1/1978 O-540-J3A5D 235hp @ 2400rpm 100/130 2x38.5g=77g 3000 200 4 PA-28-201T Turbo Dakota 12/14/1978 Continential TSIO-360-FB 200hp @ 2575rpm/41" MP 100/130 2x38.5g=77g 2900 200 4 Hershey-Bar Wing Semi-Tapered Wing  Models span from 1960 to current  Semi-tapered wing first available on the 1973 Cherokee Warrior (C) 2014 Open Sky Aviation, LLC. 64 Pitot-Static System – Dual Static Ports Dual static ports  Benefits of the dual static-port configuration  Less likely that both will become obstructed  More accurate during a slip (C) 2014 Open Sky Aviation, LLC. 65 Pitot port CLEAR, Static port BLOCKED Pitot Port Static Port Flight Attitude Result CLEAR BLOCKED Climbing ASI decreasing Level ASI correct Descending ASI increasing Pitot port BLOCKED, Static port CLEAR Pitot port BLOCKED, Static port BLOCKED Pitot Port Static Port Flight Attitude Result BLOCKED BLOCKED Climbing ASI & Alt. Frozen, VSI 0 Level Descending Pitot-Static Problems Pitot Port Static Port Flight Attitude Result BLOCKED CLEAR Climbing ASI increasing Level ASI frozen Descending ASI decreasing Use Alt. Static Air Activate pitot heat (C) 2014 Open Sky Aviation, LLC. 66 Electrical Problems  Attitude instruments  Turn Coordinator  Electric Attitude Indicator  Vacuum gauge backlight  Navigation equipment  VOR/LOC/GPS  Transponder  Autopilot  Electric trim  Radios  Engine instruments  Fuel level  Fuel pressure  Oil pressure & temperature  EGT/CHT/OAT  If digital  Volt/ammeter…obviously  Digital tachometer (optional)  Lights  Interior  Exterior  Landing Gear (if applicable)  Electric landing gear motor  Landing gear horn & position lights  Other  CO detector  Cabin fan  Electric fuel pump  Clock  Optional  Carb ice detector  Electric vacuum pump  Hobbs meter  The one good thing! What systems are powered by the electrical system? (C) 2014 Open Sky Aviation, LLC. 67 Electrical Problems - Troubleshooting  If the battery is dead, getting an external power start is not recommended  The battery’s capacity is very low, and may not provide power very long if the alternator fails Zero- reading on ammeter Verify reading isn’t simply low by turning on electrical equipment Check for a popped alternator field circuit breaker Reset overvoltage relay (cycle ALT switch) Reduce electrical load and land as soon as practical Electrical overload “Stuck” starter Starter is acting as a generator; electrical equipment may not function properly Possibly a low battery Indication should decrease within 5 minutes Turn BAT switch off, and monitor ammeter Indication should decrease within 5 minutes Turn ALT switch off Reduce electrical load and land as soon as practical (C) 2014 Open Sky Aviation, LLC. 68 Control System – Empennage  Empennage access panel (rear of baggage compartment) Battery Box ELT Cabin Fan Blower Stabilator, Rudder, and Trim Tab Cables Stabilator Balance Arm & Weight* Bulkheads Stringers Fresh Air Inlet Drain Tube (C) 2014 Open Sky Aviation, LLC. 69 Control System – Flaps (Cont.) Retraction Spring Tension Spring (Extension) Extension/Retraction Chain Torque Tube Cabin Exhaust Outlet Wing Spar (C) 2014 Open Sky Aviation, LLC. 70 Exterior – Miscellaneous Battery Vent/Drain Wing Fuel Sump Fuel Tank Vent Aircraft Jack Point (C) 2014 Open Sky Aviation, LLC. 71 Exterior - Antennas ELT VHF Communications VOR / Glideslope Glideslope (C) 2014 Open Sky Aviation, LLC. 72 Exterior – Antennas GPS Receivers Transponder (C) 2014 Open Sky Aviation, LLC. 73 Fuel Selector Wing spar To left fuel tank To right fuel tank (C) 2014 Open Sky Aviation, LLC. 74 Engine Cooling Airflow (C) 2014 Open Sky Aviation, LLC. 75 High air pressure on top Low air pressure on the bottom Baffles help guide the airflow and separate high air pressure from low air pressure