PA31 Engine Failure Drill
Join Date: Apr 2010
Location: WA NT depends on the day
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Doesn't the late model cheiftains have different system for flap, ie 1981 onwards have a flap computer in the avionics bay??, could be wrong but i am fairly sure they are different.
No more comment from me on this one though...
No more comment from me on this one though...
Join Date: Jun 2000
Location: Australia
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Flying Spike.
I'm a little amused that someone who came on here to
can't even tell me what the hand pump does on the ground. 
Delta
I'm a little amused that someone who came on here to
gauge the level of systems knowledge amongst those endorsed on the type
Delta
Join Date: Oct 2005
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I had an assymetric flap situation in a Chieftain (Flap rollers stick/jam on the tracks) its not a pleasant experience but certainly not a critical one. The aircraft ROLLS not YAWs and was reasonably easy to disgnose.Requested a C/L, and the bloody thing retracted once i touched the round........so a touch and go with ongoing clearances was requested and given. The thing just came out of a 100hrly there, so i wasn't giving it back to them..... Rollers and tracks worn and covered in grit.
Treat every flap extension as a possible assymetric extension.
* DO NOT operate flap with autopilot on.
* Extend flap in four 1 second stages.
* DO NOT reset the time delay relay in flight. It gives the flap another second of operation.
* DO NOT operate flap with autopilot on.
* Extend flap in four 1 second stages.
* DO NOT reset the time delay relay in flight. It gives the flap another second of operation.
Thread Starter
Join Date: Jul 2006
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Delta 7 (posts 19)
I don't fly for a living any more and I haven't flown a PA31 for 17 years. I do remember some things and unlike some, don't profess to know everything.
If what I, and all the others that contribute here positively do know helps somebody then I am a happy camper and have a clearer conscience than somebody who sits on the sidelines and whose sole contribution is telling everybody how amused they are.
If I were you, and I am glad I am not, I would RTFM and by the way, I think everybody knows what YOUR handpump does on the ground.
If what I, and all the others that contribute here positively do know helps somebody then I am a happy camper and have a clearer conscience than somebody who sits on the sidelines and whose sole contribution is telling everybody how amused they are.
If I were you, and I am glad I am not, I would RTFM and by the way, I think everybody knows what YOUR handpump does on the ground.
Last edited by flying-spike; 22nd Jun 2010 at 07:16.
Join Date: Sep 2009
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Memory Lane
Spike, It is 5 years since I flew a ‘31’ old friend. Sadly I had to give it all away after being diagnosed with the onset of epilepsy.
Nonetheless my fractured recollection of the ‘31’ is that it has two hydraulic pumps operate a common system which in turn are powered by each engine. Either one is capable of operating the system on their own, albeit at a reduced rate if need be. As has already been stated, most light twins have an electrically driven pump, but this is not always the case, dependent upon aircraft history. Once ‘gear up’ is selected and cycling is complete the gear handle pops back into its neutral position. But again as has already been accurately mentioned earlier in this thread, the gear handle will be slow to reposition if the engine is at idle or there is low power output. If you check the handle and it does not pop back into the neutral position then most likely one or possibly both the hydraulic pumps are faulty.
There were several occasions during my career when the gear doors did not close properly and a red gear position light illuminated. I simply lifted the handle from its neutral position to ‘up’ and that solved the problem and then popped back to neutral when the system is re-pressurized.
If all else fails then during maintenance try using Danish butter, not on the pumps but on your sandwiches. It makes for a tasty treat during long maintenance shifts and it is also handy for those handpumps on the ground!!
Nonetheless my fractured recollection of the ‘31’ is that it has two hydraulic pumps operate a common system which in turn are powered by each engine. Either one is capable of operating the system on their own, albeit at a reduced rate if need be. As has already been stated, most light twins have an electrically driven pump, but this is not always the case, dependent upon aircraft history. Once ‘gear up’ is selected and cycling is complete the gear handle pops back into its neutral position. But again as has already been accurately mentioned earlier in this thread, the gear handle will be slow to reposition if the engine is at idle or there is low power output. If you check the handle and it does not pop back into the neutral position then most likely one or possibly both the hydraulic pumps are faulty.
There were several occasions during my career when the gear doors did not close properly and a red gear position light illuminated. I simply lifted the handle from its neutral position to ‘up’ and that solved the problem and then popped back to neutral when the system is re-pressurized.
If all else fails then during maintenance try using Danish butter, not on the pumps but on your sandwiches. It makes for a tasty treat during long maintenance shifts and it is also handy for those handpumps on the ground!!
Join Date: Mar 2006
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And if you do something and something goes wrong, undo the last thing you did!
