Navajo Advice
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Navajo Advice
Lads, I have managed to complete the endo for the PA 31, and feel that it really is an approval to learn. Some one much wiser than me once said that no one lives long enough to be able to make every mistake. I feel that there may be some folk out there who have considerable experience on type and may be willing to share a tip or two on this aeroplane. Look forward to your reply. Thanks & Regards Lucky.
First tip that I'll give, passed onto me by someone much wiser than myself.
ALWAYS do the hot start procedure as per the POH. It WILL work every time. Using the procedure 'old mate' taught you, will only result in flat batteries and much embarrassment, .
morno
ALWAYS do the hot start procedure as per the POH. It WILL work every time. Using the procedure 'old mate' taught you, will only result in flat batteries and much embarrassment, .
morno
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Suggest some ICUS time to consolidate the endorsement.
Engine management is probably the biggest hurdle if you're coming from normally aspirated donks.
Don't be afraid to 'double-check' the doors are latched properly.
Do a search for "PA-31" on the ATSB safety investigation reports.
Soulman.
Engine management is probably the biggest hurdle if you're coming from normally aspirated donks.
Don't be afraid to 'double-check' the doors are latched properly.
Do a search for "PA-31" on the ATSB safety investigation reports.
Soulman.
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My advice would not to be too hard on the engines in regard to leaning....
Flew the mighty NAV many times over a dangerous strech of water so I made sure the old girl was well looked after....
I can't remember exactly but peak egt +75 was the go...kept her nice and cool!!!
Also another tip...hold the pitch trim switch on the control column to fully back when flaring for a nice smooth touch down....
Enjoy!!!!!!!!!!!!!!!!!!
Flew the mighty NAV many times over a dangerous strech of water so I made sure the old girl was well looked after....
I can't remember exactly but peak egt +75 was the go...kept her nice and cool!!!
Also another tip...hold the pitch trim switch on the control column to fully back when flaring for a nice smooth touch down....
Enjoy!!!!!!!!!!!!!!!!!!
"hold the pitch trim switch on the control column to fully back when flaring for a nice smooth touch down"
.... and just as you reach full nose up trim a mob of pigs runs out in front of you - could be interesting!
Dr
.... and just as you reach full nose up trim a mob of pigs runs out in front of you - could be interesting!
Dr
hold the pitch trim switch on the control column to fully back when flaring for a nice smooth touch down
Oops..my thoughts too Dr!
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.... and just as you reach full nose up trim a mob of pigs runs out in front of you - could be interesting!
J
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hold the pitch trim switch on the control column to fully back when flaring for a nice smooth touch down...
I would'nt say that Pa31s are all that heavy on the elevators by any stretch of the imagination!
I would however, say that the technique described is not something that I would do.
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LUCKY-1.
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Tail Wheel
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Tail Wheel
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Beware of the firewall shutoffs
- Be careful putting anything (nav bag,thermos,eski etc)near the firewall shutoff (fwd of fron spar). I have seen a floppy seatbelt hook one. Not my doing, honestly.
- Also beware the sick hydraulic pump especially if you discover it on the live engine with the other failed and trying to get the gear down (numerous comments on a previous post).
- 100 rich of peak was our normal practice and the engines always got extensions.
- Even though you are endorsed PA31 don't assume Chieftain is the same aircraft (counter rotating props for a start)2,500 hrs Nav and Chieftain.
- Let the turbos "warm-down" as you taxi in. Use power against brakes as you taxi in then shut down it will be1) uncomfortable for the pax(2) you will wear out the brakes and (3) before too long you will have the tell-tale white smoke coming from the exhaust telling all and sundry that you have cooked the turbocharger seals.
- Enjoy the ride they are good aircraft if looked after.
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If its a hot day and you are on MLW suggest joining the circuit a touch higher as she can get slow on base/final which might ruin the 12 minutes of cooling you will have performed prior to circuit entry as once slow this machine will require a fistful to get out.
Judgement of it will come with time. It's one of the tougher pistons getting around.
Have a good look at the Weight and Balance as the Nav behaves a bit differently to others. Make sure you know what you can and can't do. That last seat really is for smallish type people. Interesting W and B with just two crew up the front.
There are plenty of big differences betweeen nav and chief.
Can be a really nice machine but unforgiving at times.
Judgement of it will come with time. It's one of the tougher pistons getting around.
Have a good look at the Weight and Balance as the Nav behaves a bit differently to others. Make sure you know what you can and can't do. That last seat really is for smallish type people. Interesting W and B with just two crew up the front.
There are plenty of big differences betweeen nav and chief.
Can be a really nice machine but unforgiving at times.
When setting the elevator trim for takeoff wind the trim wheel all the way forward to the full nose down stop, then about four revolutions back (PA31-310). This technique is used to avoid a possible out of trim condition at takeoff due to a faulty trim indication.
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Originally Posted by Aquaplaner
When setting the elevator trim for takeoff wind the trim wheel all the way forward to the full nose down stop, then about four revolutions back (PA31-310). This technique is used to avoid a possible out of trim condition at takeoff due to a faulty trim indication.
Last edited by kiwiblue; 5th Oct 2007 at 01:05. Reason: added emphasis
When setting the elevator trim for takeoff wind the trim wheel all the way forward to the full nose down stop, then about four revolutions back (PA31-310). This technique is used to avoid a possible out of trim condition at takeoff due to a faulty trim indication.
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Yep, trim position used to be one of the most important checklist items for the chieftain before take-off, going so far as to set it after landing from the previous flight just incase you were having a bad day the next time and forgot it. 3 winds back for a nicely distributed load, 4 if front heavy works for me.
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On those -30 C nights plan to reduce your M.P. very slowly. This is much easier to manage in the Chieftain due to the higher flap speeds. Also a janitrol failure in those temps is an in flight emergency. Maybe I am on the wrong forum.
All pretty good tips for the Navajo/Chieftain, remember to check your S/N, it can have a big impact on gear & flap speeds when you fly different rego's.
Make sure you do a thorough pre-flight of the landing gear, the hand pump is useless if you run out of fluid, snap an actuator or just lacking grease on the rollers. Once the gear is locked up in flight you need pretty much the whole system working to get it all unlocked.
Probably not a good idea to trim during the flare as stated earlier, a go-round from this point can be interesting at MLW and having the a/c pitch up suddenly with power application will not help your cause especially if there's obstacles to be avoided, such as pigs, etc.., anyway have fun with it and good luck!
Make sure you do a thorough pre-flight of the landing gear, the hand pump is useless if you run out of fluid, snap an actuator or just lacking grease on the rollers. Once the gear is locked up in flight you need pretty much the whole system working to get it all unlocked.
Probably not a good idea to trim during the flare as stated earlier, a go-round from this point can be interesting at MLW and having the a/c pitch up suddenly with power application will not help your cause especially if there's obstacles to be avoided, such as pigs, etc.., anyway have fun with it and good luck!
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Had the Janitrol fail one night too! It was COLD!!!! (wasn't -30, only -5!)
I second that of the detailed inspection of the gear. Gear doors not seating properly can cause an ''In Transit" indication very easily. Always check the 2 hydraulic packs on start up/shutdown.
Know how the turbo works, including what the Pressure Diff, Waste Gate and Density Controller do.
Have Fun!!
I second that of the detailed inspection of the gear. Gear doors not seating properly can cause an ''In Transit" indication very easily. Always check the 2 hydraulic packs on start up/shutdown.
Know how the turbo works, including what the Pressure Diff, Waste Gate and Density Controller do.
Have Fun!!