CSU and Retrac Endorsements
Thread Starter
Join Date: Sep 2009
Location: Queensland Australia
Age: 31
Posts: 59
Likes: 0
Received 0 Likes
on
0 Posts
CSU and Retrac Endorsements
Hi Guys,
Doing my CSU and Retrac in the next few days and it is a little pushed for time. Just wondering what reading i should be doing tonight to get ahead on the theory so i can do more practical time? Is there anything in any of the CPL books I should read (the bob tait ones)? OR just read the 182RG manual as i haven't flown it before?
Cheers guys
Doing my CSU and Retrac in the next few days and it is a little pushed for time. Just wondering what reading i should be doing tonight to get ahead on the theory so i can do more practical time? Is there anything in any of the CPL books I should read (the bob tait ones)? OR just read the 182RG manual as i haven't flown it before?
Cheers guys
I'd read the manual first, and on top of that get what info you can on the particular systems you're interested in on that airframe, ie the gear actuation system and the CSU with emphasis on what can go wrong with them.
Identifying failure modes and what the emergency checklist says to do about them wouldn't be a bad start.
I haven't flown the retractable Cessnas but there'll likely be a normal way of getting the gear up and down and something else to do if that doesn't work!
Identifying failure modes and what the emergency checklist says to do about them wouldn't be a bad start.
I haven't flown the retractable Cessnas but there'll likely be a normal way of getting the gear up and down and something else to do if that doesn't work!
Join Date: Jun 2002
Location: Apartment
Posts: 105
Likes: 0
Received 0 Likes
on
0 Posts
You can get all technical and memorise how the governor and all that magic works. Just need to know when increasing power its Mix-Pitch-MP and when decreasing power its MP-Pitch-Mix in order to avoid doing damage.
Learn the power settings.
Learn the limits for gear extension and operation.
Learn the emergency extension procedure.
And for the 182RG - learn where the hydraulic reservoir is, how to find out the qty and how the refill the bugger.
Apart from that it's pretty straight forward and will take no time at all to master.
Learn the power settings.
Learn the limits for gear extension and operation.
Learn the emergency extension procedure.
And for the 182RG - learn where the hydraulic reservoir is, how to find out the qty and how the refill the bugger.
Apart from that it's pretty straight forward and will take no time at all to master.
Join Date: Jun 2011
Location: Australia
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
G'Day,
I just had a flick to the procedures in the 182RG book and read the relevant system sections in the Bob Tail General Knowledge textbook and I found this adequate for mine.
Rob
I just had a flick to the procedures in the 182RG book and read the relevant system sections in the Bob Tail General Knowledge textbook and I found this adequate for mine.
Rob
Thread Starter
Join Date: Sep 2009
Location: Queensland Australia
Age: 31
Posts: 59
Likes: 0
Received 0 Likes
on
0 Posts
thanks for that guys, i shall go through it all.
I now have heaps of time because i just got a call that the plane has gone US for at least 10 days! Just my luck....
I now have heaps of time because i just got a call that the plane has gone US for at least 10 days! Just my luck....
Join Date: Dec 2004
Location: -28.1494 / 151.943
Age: 68
Posts: 463
Likes: 0
Received 0 Likes
on
0 Posts
read the relevant system sections in the Bob Tail General Knowledge textbook and I found this adequate for mine.
Join Date: Apr 2008
Location: Australia
Age: 51
Posts: 931
Likes: 0
Received 0 Likes
on
0 Posts
If you can get a hold of the flight manual you'll be set.
Everything about the system set up, normal operation/emergency operation and limits are in there. Give it a good read.
Learn the speed limits and the emergency extension procedure before you get in the thing and you'll save a lot of time and hassle.
And 'keep the prop on top!'.
Also if you can get into the habit of doing a check of the gear on short final you may save yourself considerable embarrassment.
All approaches have a short final.
All in all it's very straight forward and I doubt you'll have any problems whatsoever if you prepare properly.
Have fun
Everything about the system set up, normal operation/emergency operation and limits are in there. Give it a good read.
Learn the speed limits and the emergency extension procedure before you get in the thing and you'll save a lot of time and hassle.
And 'keep the prop on top!'.
Also if you can get into the habit of doing a check of the gear on short final you may save yourself considerable embarrassment.
All approaches have a short final.All in all it's very straight forward and I doubt you'll have any problems whatsoever if you prepare properly.
Have fun
Join Date: Jul 2010
Location: rangaville
Posts: 2,280
Likes: 0
Received 0 Likes
on
0 Posts
I now have heaps of time because i just got a call that the plane has gone US for at least 10 days! Just my luck....
You'll now know your theory a lot better before jumping in the plane, which will give you more bang for your buck when you jump in the plane!
Join Date: Dec 2008
Location: melb
Posts: 2,162
Likes: 0
Received 0 Likes
on
0 Posts
"PUFF".............NEVER 4get this when on final ( I still use it after 30+ yrs driving planes inc my latest Frog machine
)............the rest you can bluff yr way thru inc keeping the 'prop on top'...I like that one
Here's a good little trick to practice when yr out there flying a plane with retracts.Set yourself up for final App flap configured prop pitch etc set as if you where going to land but leave the gear up. Obviously DON'T land just make the App as if you where going to land accept with gear still tucked away. Take note of the pwr settings req'd to maintain a certain App speed & ROD with that gear not down. Now make missed App & do the same with the gear down fully configured for landing noting the power req'd. You will be surprised after a while if you find one day that you need to have the power way back further than normal then it's a fair bet you have 4gotten the Dunlops At least with a Cessna it takes micro seconds to see of the wheels are out there in the breeze, well at least one leg!
This trick was shown to me many moons ago when I was doing a PA31 endo, the diff was amazing!
Wmk2
)............the rest you can bluff yr way thru inc keeping the 'prop on top'...I like that one Here's a good little trick to practice when yr out there flying a plane with retracts.Set yourself up for final App flap configured prop pitch etc set as if you where going to land but leave the gear up. Obviously DON'T land just make the App as if you where going to land accept with gear still tucked away. Take note of the pwr settings req'd to maintain a certain App speed & ROD with that gear not down. Now make missed App & do the same with the gear down fully configured for landing noting the power req'd. You will be surprised after a while if you find one day that you need to have the power way back further than normal then it's a fair bet you have 4gotten the Dunlops
At least with a Cessna it takes micro seconds to see of the wheels are out there in the breeze, well at least one leg!This trick was shown to me many moons ago when I was doing a PA31 endo, the diff was amazing!
Wmk2
Originally Posted by Lasiorhinus
I sincerely hope you're referring to not nosediving into the ground, instead of mindlessly parroting ridiculous old wives tales about "square" power settings.
Unless of course you are indeed an old wife. Then all is forgiven.
Unless of course you are indeed an old wife. Then all is forgiven.
Boy oh boy was I about to get stuck into you for not reading the rest of my post but then I realised I posted it on the 'flying over square thread'
Originally Posted by Me
Funnily enough, what's best for the engine is to run the highest MP/lowest RPM combination that the power tables will allow for the pressure height you're at.
You'll find that the lycoming that goes in Arrows will give you something like 75% cruise 25.4"MP/2100rpm for a certain height (can't remember the actual figures but it's something with pretty large disparity)
You'll find that the lycoming that goes in Arrows will give you something like 75% cruise 25.4"MP/2100rpm for a certain height (can't remember the actual figures but it's something with pretty large disparity)
Originally Posted by Me
.
It takes very little effort to look at the book and get it right
It takes very little effort to look at the book and get it right
I was taught to understand 'keep the prop on top' was referring to the order of lever movement when increasing/decreasing power.
Join Date: Jul 2007
Location: in the classroom of life
Age: 55
Posts: 6,864
Likes: 0
Received 1 Like
on
1 Post
I was taught to understand 'keep the prop on top' was referring to the order of lever movement when increasing/decreasing power.
It is almost an old wives tale too, except that there is a small amount of theory that suggests you could get close to a detonation limit in some cases if you left them in a particular way.
Refer the other thread..........
Fair comment, however common sense must apply. I once had a chief pilot jump up and down yelling and screaming at me because I had increased the power without increasing the RPM first. I cant remember the details, but something like 20"/2400rpm, increased to 24"/2400rpm... Whatever it was, the RPM wasnt supposed to change. When I asked him how I was meant to increase the RPM from 2400 to 2400 he got very agitated.
Join Date: Jul 2007
Location: in the classroom of life
Age: 55
Posts: 6,864
Likes: 0
Received 1 Like
on
1 Post
Fair comment, however common sense must apply.
Common sense is writen above.
Your instructor was a nutter when it came to engineering and science. He may have been great at procedures, stick and rudder but knew nothing about converting hydrocarbons into noise and fun.
Simple as that.
Actually the instructor who did my CSU endorsement was certainly no expert on converting anything to fun, but a big proponent of old wives tales.
Thankfully Ive moved on past that mindset.
Thankfully Ive moved on past that mindset.
As long as you set manual figures, you WILL NOT damage the engine.
Try the phrase "Pitch up, Power down" just in case you get all black knobs.
Thread Drift.... How do you save a drowning All Black?
You can't. Even if you get him to the surface, He'll still choke!
Sorry...... Couldn't resist.
Try the phrase "Pitch up, Power down" just in case you get all black knobs.
Thread Drift.... How do you save a drowning All Black?
You can't. Even if you get him to the surface, He'll still choke!
Sorry...... Couldn't resist.
Last edited by MakeItHappenCaptain; 28th Sep 2011 at 14:56. Reason: Removed misincluded qoute.
Join Date: Jul 2007
Location: in the classroom of life
Age: 55
Posts: 6,864
Likes: 0
Received 1 Like
on
1 Post
As long as you set manual figures, you WILL NOT damage the engine.
You have got to be kidding me, you have you not lived!
Do you need a day or two at the Chimbu Chuckles piston aeroplane school? Search his posts. Just in case you do not believe any of mine.
Enjoy the reading
Not saying they are they only settings available. Just alluding to the over square myths that seem to be around.
Are you saying POH figures WILL cause damage?
Trivia,
Charles Lindburg was "attached" to a P38 Sqn in WWII and suggested different mp/rpm setting in an attempt to increase their range. Confirmed theory with engineers and returned from a sortie with huge increase in reserve fuel over the other pilots.
Ps for the life of me, don't know why I quoted you in last post? Bloody iPad keyboard!
Are you saying POH figures WILL cause damage?
Trivia,
Charles Lindburg was "attached" to a P38 Sqn in WWII and suggested different mp/rpm setting in an attempt to increase their range. Confirmed theory with engineers and returned from a sortie with huge increase in reserve fuel over the other pilots.
Ps for the life of me, don't know why I quoted you in last post? Bloody iPad keyboard!
