Navajo info
Thread Starter
Join Date: Aug 1998
Location: australia
Posts: 320
Likes: 0
Received 0 Likes
on
0 Posts
Navajo info
G’day Guys,
Doing a Navajo rating and require a bit of in sight into the aircraft.
The aircraft has vortex generators and the serial no. is greater than 31 - 7812001;
The Max landing light speeds
The optimum glide speed for the aeroplane and a/c config
Waste gate failure procedure
Cold start procedure
The RPM for the governing system
Recommended climb power setting / IAS /and fuel flow
A typical 65% power setting , IAS and fuel flow at 5000’ pressure height
Location of fuel tank and drain points
The position of the fuel tank vents
Describe the priming system and it’s use
Where are the fuel boost pump/auxiliary pump’s located in the aircraft
Are these electrical or mechanical the fuel pumps
What conditions apply to tank selection for takeoff and landing
When refueling to less than full tanks, what restrictions apply and how is the fuel quantity checked
Describe the cross feed system
Normal hydraulic capacity
Minimum oil quantity before flight
The max quantity of oil
Minimum and normal engine oil temperatures
What effect will full flap have on VMCA
What is the fuel flow rate with one engine shut down at 1000 AMSL on an ISA day
What prevents the engine from being over boosted
Describe the propeller governing system
If the oil pressure to the prop dome is lost, does the prop go into coarse or fine pitch
How many brake applications would be expected from a fully pressurized brake accumulator
Which if any, ancillary system(s) will be lost if the left/right engine was shut down, and the propeller feathered
What is the fuel consumption of the heater
Which flight instrument are operated electrically
Which instruments are operated by vacumn
And does anyone have any fuel flows to used as a rough guide or SAR's????
Cheers,
DW
Doing a Navajo rating and require a bit of in sight into the aircraft.
The aircraft has vortex generators and the serial no. is greater than 31 - 7812001;
The Max landing light speeds
The optimum glide speed for the aeroplane and a/c config
Waste gate failure procedure
Cold start procedure
The RPM for the governing system
Recommended climb power setting / IAS /and fuel flow
A typical 65% power setting , IAS and fuel flow at 5000’ pressure height
Location of fuel tank and drain points
The position of the fuel tank vents
Describe the priming system and it’s use
Where are the fuel boost pump/auxiliary pump’s located in the aircraft
Are these electrical or mechanical the fuel pumps
What conditions apply to tank selection for takeoff and landing
When refueling to less than full tanks, what restrictions apply and how is the fuel quantity checked
Describe the cross feed system
Normal hydraulic capacity
Minimum oil quantity before flight
The max quantity of oil
Minimum and normal engine oil temperatures
What effect will full flap have on VMCA
What is the fuel flow rate with one engine shut down at 1000 AMSL on an ISA day
What prevents the engine from being over boosted
Describe the propeller governing system
If the oil pressure to the prop dome is lost, does the prop go into coarse or fine pitch
How many brake applications would be expected from a fully pressurized brake accumulator
Which if any, ancillary system(s) will be lost if the left/right engine was shut down, and the propeller feathered
What is the fuel consumption of the heater
Which flight instrument are operated electrically
Which instruments are operated by vacumn
And does anyone have any fuel flows to used as a rough guide or SAR's????
Cheers,
DW
Gee whiz, you dont want to know much!
I think you need to look at the POH. There should be one in the aircraft. Many of your questions are aircraft specific too (like which instruments are vac or elec powered)
I have a Cheftain handbook around somewhere... but not where I am now.
Bevan..
I think you need to look at the POH. There should be one in the aircraft. Many of your questions are aircraft specific too (like which instruments are vac or elec powered)
I have a Cheftain handbook around somewhere... but not where I am now.
Bevan..
Thread Starter
Join Date: Aug 1998
Location: australia
Posts: 320
Likes: 0
Received 0 Likes
on
0 Posts
These questions are actually on an endorsement paper, and I can't find these answers in my Navajo manual, but I know a LAME would know the answer's to these questions.
Cheers,
DW
Cheers,
DW
Heya downwind,
Have you looked at the POH in the aircraft - it may be different to the one you have and should answer a lot of those questions, esp the ones which the VG's will change (weights, critical airspeeds etc).
I assume this is for the PA31-350.. doesnt the -310 have just normally aspirated engines (IO540's rather than TIO-540's?) or is my memory cloudy?
Bevan..
Have you looked at the POH in the aircraft - it may be different to the one you have and should answer a lot of those questions, esp the ones which the VG's will change (weights, critical airspeeds etc).
I assume this is for the PA31-350.. doesnt the -310 have just normally aspirated engines (IO540's rather than TIO-540's?) or is my memory cloudy?
Bevan..
Last edited by Bevan666; 6th Sep 2002 at 05:40.
Join Date: May 2001
Location: AUS
Posts: 218
Likes: 0
Received 0 Likes
on
0 Posts
Downwind,
Like other people have said all these (well most anyway) seem to come from the engineering paper that you have to do for the endorsement. So, with that in mind you either:
1) Are being lazy and taking a short cut and not actually learning where to look in the POH for the information, or;
2) You were not aware that the information could be found in the POH.
Look it up, its all in there....
Like other people have said all these (well most anyway) seem to come from the engineering paper that you have to do for the endorsement. So, with that in mind you either:
1) Are being lazy and taking a short cut and not actually learning where to look in the POH for the information, or;
2) You were not aware that the information could be found in the POH.
Look it up, its all in there....
Join Date: May 2002
Location: Permanently lost
Posts: 1,785
Likes: 0
Received 0 Likes
on
0 Posts
Aside from the foregoing posts, this issue was done to death about a month ago on PPRuNe.
Perhaps not in the depth that you require but a hell of a lot of useful information.
Suggest a search will turn it up.
Perhaps not in the depth that you require but a hell of a lot of useful information.
Suggest a search will turn it up.
Join Date: Nov 2001
Location: Nulla
Posts: 147
Likes: 0
Received 0 Likes
on
0 Posts
Hey DOWNWIND the Endorsement exam is set for 2 reasons, firstly to make you read the manual and secondly for a quick reference list. Personally I think the CAAP 1 is fairly useless especially when flying the bigger piston twins. There are more systems in the a/c that you should understand comprehensively, than the standard exam covers.
The company that I work for makes everyone buy the manual, even if you are a PPL coming in for training. I think this is the best way. Go and buy the pilot operating handbook and study it hard. You will find that there will be significant differences between your actual a/c and the book but the point is once your endorced on type then you are meant to beable to fly any PA31.
Just get into the book mate and enjoy it as it may save your skin, reputation amongst pears or even your job.
If you only had one or two questions I think that people would love to help but asking everyone to do the exam for you, it screams of lazyness. Hopefully I've misjudged you.
The company that I work for makes everyone buy the manual, even if you are a PPL coming in for training. I think this is the best way. Go and buy the pilot operating handbook and study it hard. You will find that there will be significant differences between your actual a/c and the book but the point is once your endorced on type then you are meant to beable to fly any PA31.
Just get into the book mate and enjoy it as it may save your skin, reputation amongst pears or even your job.
If you only had one or two questions I think that people would love to help but asking everyone to do the exam for you, it screams of lazyness. Hopefully I've misjudged you.
Join Date: Aug 2002
Location: australia
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
Hey downwind, My advise to you is take the information from this site with a grain of salt, plenty of good guys out there to help you out, but plenty of tossers as well, yeah that means you twinndb and you to shaablamm. I mean really, being lazy??? maybe he cant get his hands on a POH and has an exam in 2 days or some sh%t christ sake, get a life you hypocrite, & you shaablamm, your company is probably taking a 10% cut of all the POH's sold, (that is if there not selling them directly)
It constantly amazes me why pilots have to get out the my dick is bigger than yours routine, In my experience the guys that help people learn rather that put them down for asking a question are the ones that make it, Plenty of bitter old instructors out there why add to it, we're all just trying to get the job done at the end of the day.
Just a thought!!!!!!!!!!!!!!
It constantly amazes me why pilots have to get out the my dick is bigger than yours routine, In my experience the guys that help people learn rather that put them down for asking a question are the ones that make it, Plenty of bitter old instructors out there why add to it, we're all just trying to get the job done at the end of the day.
Just a thought!!!!!!!!!!!!!!
Join Date: Apr 2002
Location: Scone, NSW
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
Lots of debate here, but nobody has actually answered any of this poor bustard's questions.
One answer, anyway: You are supposed to select the inboard fuel tanks for climb, descent, and manoeuvering, as that is where the boost pumps are. (? I think. 20 years since I flew one.) But that in itself can cause a problem - a multi-leg flight with lots of climbs and descents and turbulence keeps you on the inboard tanks, and on one occasion I had just levelled in the cruise when one engine got awfully quiet before I could select the outboard tanks.
One answer, anyway: You are supposed to select the inboard fuel tanks for climb, descent, and manoeuvering, as that is where the boost pumps are. (? I think. 20 years since I flew one.) But that in itself can cause a problem - a multi-leg flight with lots of climbs and descents and turbulence keeps you on the inboard tanks, and on one occasion I had just levelled in the cruise when one engine got awfully quiet before I could select the outboard tanks.
Join Date: Sep 2001
Location: Melbourne, Australia
Posts: 343
Likes: 0
Received 0 Likes
on
0 Posts
Hey Avtraitor, only one tosser here so far......... (that'd be you, just in case you don't understand sarcasm) Everyone is entitled to opinions, including you. Just so happens that the other two are right. The exam is set for a reason. The POH is used to find the answers. If you don't have access to one, then what aircraft will you be doing the training in I wonder? I have yet to find a company doing endorsements that would not allow you to use the POH out of the aircraft you are training in/for. The idea is to LOOK and LEARN about the aircraft. Virtually all the answers downwind is looking for are either in the POH, or come from some CPL basic AGK. Chill out man, you'll pop a blood vessel. And since you chose to criticise others for their lack of answers, please remind me how many of downwind's questions you actually answered...............
Join Date: Jun 2000
Posts: 184
Likes: 0
Received 0 Likes
on
0 Posts
Geez Lads,
Hang the ego's up and give the man a hand!! Flew a Navvy a while back but have pretty much replaced the tech stuff with what I'm flying now. How bout taking the time to give ol' mate a hand . The POH is always a good place to start but if memory serves me correctly the C402 manual doesn't give much away let alone the Pa31 manual. Lighten up and give the lad a hand. Surely you can't all have forgotten your roots. You never know you might just contribute something to this industry and God forbid assist a fellow aviator
Bigger picture boys is that he may be your skipper one day.
Take it easy
Onya
Hang the ego's up and give the man a hand!! Flew a Navvy a while back but have pretty much replaced the tech stuff with what I'm flying now. How bout taking the time to give ol' mate a hand . The POH is always a good place to start but if memory serves me correctly the C402 manual doesn't give much away let alone the Pa31 manual. Lighten up and give the lad a hand. Surely you can't all have forgotten your roots. You never know you might just contribute something to this industry and God forbid assist a fellow aviator
Bigger picture boys is that he may be your skipper one day.
Take it easy
Onya
Thread Starter
Join Date: Aug 1998
Location: australia
Posts: 320
Likes: 0
Received 0 Likes
on
0 Posts
TwinNDB with reference to your comment about my lazyness, I had actually looked in the Navajo POH for info, and it wasn't there, I was only trying to enhance my knowledge of the a/c through this forum, no harm intended!!!!!! DW.
Join Date: Aug 2002
Location: australia
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
Dale Harris
Your correct, I havent answered one of his questions, not the point I was trying to make but anyway, seen as you picked up the glove,
Lack of oil pressure to the prop causes a full fine situation, also loss of oil through the prop in flight creates an engine shut down situation because the oil to the prop is engine oil.
I was in a situation where the only aircraft available for an endorsement was away on a charter for two days (and where do you think the POH was dale) I had one day when it got back to complete the endorsement before I started a job out west.
Think outside the square dale (you wouldnt happen to be a bitter old instructor would you????)
I suppose you never asked anyone for help in your amazing career!!!
Your correct, I havent answered one of his questions, not the point I was trying to make but anyway, seen as you picked up the glove,
Lack of oil pressure to the prop causes a full fine situation, also loss of oil through the prop in flight creates an engine shut down situation because the oil to the prop is engine oil.
I was in a situation where the only aircraft available for an endorsement was away on a charter for two days (and where do you think the POH was dale) I had one day when it got back to complete the endorsement before I started a job out west.
Think outside the square dale (you wouldnt happen to be a bitter old instructor would you????)
I suppose you never asked anyone for help in your amazing career!!!
Join Date: Sep 2001
Location: Melbourne, Australia
Posts: 343
Likes: 0
Received 0 Likes
on
0 Posts
Bitter old instructor???? Hahahahahahahaha, so far away from it you wouldn't believe it. As I said, with the exception of a couple of questions, they are all in the Piper POH for the Navajo/Chieftain. The point is the idea is to find and read it. It may save your life or the aircraft one day. If answers are really all that are required, downwind can email me for them. Part of the problem of many up and coming pilots these days is they can fly, there is no doubt about that, it is in dealing with emergencies and systems malfunctions that they get caught out. Those that truly understand their aircraft and systems manage those emergencies more successfully in the future. Maybe the C402 manual doesn't cover much, I've never seen a cessna one that does......... The Piper one is much better. I don't have an amazing career mate, and I did often and still do ask for help. But I was told and shown where to find what I wanted, and I'm the better for it. One day to peruse the POH???? Shouldn't take more than 3 hrs to find what you need for the average engineering exam...........
Downwind, you said you looked in the POH and couldn't find the answers you require?? What POH were you using?? The Piper one has virtually all of what you seek. Make sure it is a PIPER one and not some company produced item. If you really need the help email me. Answers for the above too long for here mate.
Downwind, you said you looked in the POH and couldn't find the answers you require?? What POH were you using?? The Piper one has virtually all of what you seek. Make sure it is a PIPER one and not some company produced item. If you really need the help email me. Answers for the above too long for here mate.
Join Date: Apr 2001
Location: Camden, NSW, Australia
Posts: 271
Likes: 0
Received 0 Likes
on
0 Posts
Avtaitor, I suggest you go and read SECTION 7 DESCRIPTION & OPERATION
7.7 Propellers and then tell us again what the oil pressure does. It's no use having an endorsement when you haven't got a clue what is happening when you have a oil line rupture.
Perhaps the ones who come up with the correct answers get the job?????
Perhaps Downwind would have received more help if he only posted the questions to which he REALLY could not find the answers, rather than post the whole exam.
7.7 Propellers and then tell us again what the oil pressure does. It's no use having an endorsement when you haven't got a clue what is happening when you have a oil line rupture.
Perhaps the ones who come up with the correct answers get the job?????
Perhaps Downwind would have received more help if he only posted the questions to which he REALLY could not find the answers, rather than post the whole exam.
Join Date: Aug 2002
Location: australia
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
Dale Harris alias I FLY
really do you often create imaginary friends
So now your willing to help????? A tinge of guilt perhaps?
I FLY so your saying the oil to the prop isnt engine oil?
the prop doesn't go fully fine???? Care to enlighten us ignorant folk
really do you often create imaginary friends
So now your willing to help????? A tinge of guilt perhaps?
I FLY so your saying the oil to the prop isnt engine oil?
the prop doesn't go fully fine???? Care to enlighten us ignorant folk
Join Date: Apr 2001
Location: Camden, NSW, Australia
Posts: 271
Likes: 0
Received 0 Likes
on
0 Posts
Avtaitor, read my post again. I suggested YOU read that paragraph in the POH and then YOU CAN enlighten us. It was also a pointer for Downwind as to where to look.
Join Date: Aug 2002
Location: australia
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
I FLY
-----------------------------------------------------
"I suggest you go and read SECTION 7 DESCRIPTION & OPERATION
7.7 Propellers and then tell us again what the oil pressure does. It's no use having an endorsement when you haven't got a clue what is happening when you have a oil line rupture. "
-----------------------------------------------------
Gee I FLY, In my books that parragraph would be considered as "suggestive" that my comment was incorrect!!! Of course I've always been a little paranoid.
I've read the manual mate and flown over two thousand hours in them (although I dont fly them any more)
My original post to all the RTFM's out there is dont forget where you started out. Never any harm in asking a question. You call people lazy or stupid for doing so and thats when you get students belting off into the training area with out the maximum amount of knowledge they could have under their belt because they couldnt find a reference and their to afraid to ask there "GURU Instructor" for fear of being ridiculed.
Not interested in getting into a technical argument about Navajo's
-----------------------------------------------------
"I suggest you go and read SECTION 7 DESCRIPTION & OPERATION
7.7 Propellers and then tell us again what the oil pressure does. It's no use having an endorsement when you haven't got a clue what is happening when you have a oil line rupture. "
-----------------------------------------------------
Gee I FLY, In my books that parragraph would be considered as "suggestive" that my comment was incorrect!!! Of course I've always been a little paranoid.
I've read the manual mate and flown over two thousand hours in them (although I dont fly them any more)
My original post to all the RTFM's out there is dont forget where you started out. Never any harm in asking a question. You call people lazy or stupid for doing so and thats when you get students belting off into the training area with out the maximum amount of knowledge they could have under their belt because they couldnt find a reference and their to afraid to ask there "GURU Instructor" for fear of being ridiculed.
Not interested in getting into a technical argument about Navajo's