PA31 Drivers
G'day People,
Im doing a Chieftan endorsment in about a month. Do any regular drivers have any hints/tips/rules of thumb that make operating the beast a little quicker or easier ? Ive read the manuals but Im after some of the more practical info that they dont publish ! Thanks ! |
Set trim 4 wind rearwards from full nose down.
Make sure engine driven fuel pumps are supplying at least min pressure before turning on low pressure pumps,they can mask a problem. When starting 1st engine,push down gear lever to test hydralic pump,and shut this engine down 1st and test other engine after flight. To open gear doors,pump emerg ext handle 2-3 times,to close turn on master and pump,or start engine and select geardown. 24" 2300 on downwind 30.5" 2300 in cruise 19gph approx Keep 10L in aux tanks for emergency fuel probs. Enjoy them,nice plane. |
The PA31 have bladder fuel tanks, as quoted in the POH it is advisable to leave a little amount in the aux tanks, and I guess 10lt could be enough.
Never leave the fuel cells completely dry, or the cell inner liners may dry out and crack, permitting fuel to diffuse through the walls of the cell after refueling. If the cell is to be left empty for a week or more, spray the inner liner with a light coat of engine oil. Capt EFIS. |
When the refueller comes around,get him to put 10L in the aux tanks,if the main tank lines are blocked for any reason,you can have a few mins on the aux to sort it out.
If you turn the boost pumps on as soon as the engine starts you will not see if the engine driven fuel pumps are working. I have seen this happen,one engine was indicating 17psi,but went to 35psi with boost pump on,not good in an electrical failure. |
This debate could rage on for ages.
Anyway some useful operating tips for the driver (not the technocrate). 1. When planning decent inbound a. allow 2" per minute power reduction to 25" b. plan a 2 minute straight and level segment at cct height/LSA/MSA prior to destination. c. This one is especially useful in CTR (with inevidable late clearance for decent is expected to LOC for ILS)- 1 minute before planned T of D extend flaps 5 degrees (max). This will bring speed back to about 150KTS when on decent (profile 800'/min) speed will remain below 155KTS.This is more manageable than 190KTS and prevents blasting over the LOC at 170 - 180KTS with a battle to lose 50 to 60KTS to drop the gear(Vlo 129KTS). Always read the POH (limitations) before blasting off. PA31's manufactured ofter a certain date/serial # have a higher Vlo (158KTS) than the earlier models (129KTS). Owners don't like you ripping off flipper doors when you drop the gear at the higher speed by mistake. |
I would be very careful about making inferences regarding unusable fuel. The standard tests made to determine that value are reasonably conservative. In many cases the routinely "usable" fuel will include part of the AFM-specified unusable quantity.
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Have another look at the split flap scenario in the POH. :eek: I think a fully assymetric split condition is uncontrollable.
Longer than usual time for the gear selector to return in the hydraulic test indicates possible impending hydraulic failure. The turbos never kick in together on T/O, expect yaw. 30" before brakes release helps. Trim back a bit more than you think before the flare to assist with reduced evevator authority. Use smooth boost reduction on descent and min pwr on taxi to minimise cool down wait before shut down. Do a search, there's been a couple of good threads previously. [ 22 November 2001: Message edited by: daytrader ] |
I have been informed by my father that twin piston engine aircraft are dangerous and unsafe.
In his opinion they should not be used for the carriage of fare paying passengers as it is probable that they will crash in the event of an engine failure. This is yet another reason why I want to go straight into an airline when I finish high school. |
The_Hun,
Does your dad work for CASA ?? |
As cabin crew???
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Bad news for ya Hun, no matter what you do aviation wise when you leave high school you will have to do at least 20-30 hours in a piston engine twin that is nowhere near as capable as the Chieftain, how do you like them apples ? :D :rolleyes:
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Hun,back to the sand pit little fella.Thats a wind up if i've ever seen one,don't take the cheese boys! :rolleyes:
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For the pre-flight, in addition to the items in the manual, here are a few PA 31 tips:
A few operating tips:
Note: The above is from memory, and I haven't flown a Navajo for seven odd years, so take it all with a grain of salt, and ask your instructor! Apart from that I like the aircraft. It is big and stable, good for IFR work and handles a load pretty well. Have fun! [ 22 November 2001: Message edited by: Checkboard ] |
Try to do a load check particularly with your load tending toward aft C of G so you can experience the porpoising ( phugoid ) oscillations at climb speed. The aircraft tends to be a little unstable in pitch until you can afford to increase CLIAS (above LSALT). Be aware of this characteristic coz it could cause you some concern the first time you're in that configuration (e.g. PJE ops)and didn't know it's normal.
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HEY HUN, Chieftains fly well on one engine even at weights near max. Take it from someone who has been there.
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The Hun,
Are you really serious or just post for a chuckle?? Aren't you doing a degree in aviation? I am curious to know what type of aircraft you are actually going to learn to fly, maybe you will be the first in Australia to hold a 737 PPL? I really hope that your posts are just a wind up because if they are not you are in for no smooth trail, because the amount of disrespect you show for the system are going to be like huge speed humps along the way,sorry. :confused: |
The Hun
Haaaa Haaarrrrrr. Funny. :D |
Yes The Hun just posts for a (rather inane) chuckle. If you perform a search on his member number, you will see that each post is exactly the same in content.
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HUN, you crack me up.
Seriously though, of all things that use to bit me was people not shutting down the heater and tripping the overheat. Operating in a cold climate this was a real pain as it can't be reset inflight. Also do the owner a favour and abide by the engine/egt cooldown on the ground. You can get away without 1 inch per minute in the approach as long as you give it around three minutes cooldown on the ground and get the egt down, saves the turbocharger. With thousands of hours on this type I'd say it's a great aircraft. :cool: |
Has anyone had a problem with engine surging ?
Had a 100-150rpm fluctuation with LH engine the other week in flight. Subsequent ground run revealed no problems and hasnt occured. Believe the PA 31 is prone to low prop dome pressure, leading to govenor "hunting". |
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