Season 2, Episode 22 Hey, did you guys know that the FAA actually certifies flight instructors to tell you everything that I try to convey in these videos?
source
![10Beats – 21 [ Clip Officiel (G.L.E Haïti) ]](https://yzhood.com/wp-content/uploads/1612142928_hqdefault.jpg){kind=small}
Copyright (c) 2020 – All rights reserved.
It's Complicated… Flying a Complex Plane for the First Time
ADVERTISEMENT
these guys don't like each other
Now I understand the levers in Flight Simulator, thanks 🙂
What I got from this video… "My plane is better than your plane"…
Thank you so much for this video this was very informative.. cleared a few things up for me.
It's Complicated ???
Loved this video. I’m in the process of getting a Mooney! This was great info on retractable gear.
That's cute, did you both go to spec savers?
Fantastic flight! About to do my initial training in the Arrow 🙂
What $265 an hour with an instructor in a complex SEP? So jealous, where I am it costs $275 an hour with an instructor with a regular PA28/C172.
When considering aircraft fuel burn, its best to consider still air nautical miles per USG. This will give a better comparison of fuel burn between aircraft than USG/Hr.
I have some time in that plane. Panel was a bit different back then.
Tell me, where does it say in the POH to bring the throttle back to 25" during climb and keep things "squared?"
I bet it says full throttle for climb, all the way to cruise altitude. Full throttle utilizes the power enrichment valve/economizer valve, significantly enriching the mixture to keep the engine cool during high power settings, as the Lycoming engineers intended. As soon as you bring the throttle back you are leaning the mixture and making your engine run hotter. Smart!!! But I guess your CFI thinks he knows better than the engineers huh… because his CFI told him so… and his CFI's CFI told him so… and on and on down the line. Either your present instructor does not understand the situation, or he is insulting your intelligence by giving you an overly restrictive rule of thumb with no basis in fact.
25 INCHES OF MERCURY HAS NOTHING TO DO WITH 25 RPMS IN HUNDREDS. Those numbers live in different dimensions.
What would you do if MP was measured in psi and engine revolutions in rotations per second?
Time to leave behind the old wive's tales.
Open the POH/AFM, and start using the recommended settings in the performance charts. As MP rises, so does BMEP, and if the envelope is exceeded, the engine is pushed closer to its detonation limits. Piper/Lycoming knows what detonation is, they have accounted for this. Do what they say.
Within the envelope, the pilot can pick any RPM/MP combination he likes–and that includes combinations that are "oversquare." In fact the airplane may burn less fuel, make less noise, and go faster on the same BHP when operated "oversquare."
There are a lot of advantages to operating at the lowest RPM that will provide the desired power:
-friction losses minimized, greater engine efficiency
-higher advance ratio and therefore greater propeller efficiency
-increased volumetric efficiency
-tach time adds up slower
Being too far "under-square" is what you should actually be avoiding:
-piston ring flutter…pistons race back and forth in the cylinders, undergoing huge acceleration/deceleration loads, without the cushioning effect of compression pressures, pistons rattle up and down in the cylinder, and the rings will scrape and scour the cylinder walls
-shock cooling… keep the BMEP up in the descent
I learned to Fly in a Piper Lance 2 (PA-32RT300) which is our company plane we use to get to customers quickly.
Basically as soon as I get my PPL, I'll get my High performance and Complex sign-offs. Then the next step is the Instrument Rating which should go pretty quickly because we always fly IFR cross countries in the Lance.
I love an Arrow
Hi all, Just an FYI. I just finished my PPL up end of June 2019 so I am a brand new shiny know nothing amateur! But I wanted to share a brief experience on my check-ride that I thought applicable to this video and many others. I was trained to clean the flaps up after you touch down just like you see everyone do. Then an acquaintance who took his check ride with the same DPE I was going to test with in a few days gave me the skinny on tips and tricks. He mentioned the DPE said the FAA no longer recommends pilots clean the aircraft up on the runway (when going for full stop), as it greatly contributes to "pilot errors and distractions, especially at towered airports". So when I took my check ride I didn't clean up the aircraft until off the runway. He asked if I always do that, I'm like yep I do now. He said good its the new "thing" nothing you'll fail over but they want it cleaned up after you clear off the runway! I don't know if its true everywhere just sharing my experience.
0:17 for a second I was confused who was who
What would you guys do if God forbid those vision correcting glasses fly out into the sky or get smashed? Buy and bring a backup set or another idea? Wow that was cool when you guys started talking about latency in the audio making people go dumb! It's really bad when it happens to the lead singer lol!
Nice video. I thought the throttle controlled manifold pressure and the prop controlled RPM but you advanced the throttle to increase the RPM….now I'm confused.
hi, which flying school is this one..? i want to have hands on…? tnx
Water bottle under rudder pedal should have been caught during pre-flight.
As a 38 yr police officer who has trained many rookies, I actually placed water bottles under the brake pedal in patrol cars to test the rookies as they inspected their patrol car before the shift.
Yes, cops do a “pre-flight” inspection of their cars too. Particularly if we “hot seat” cars, meaning sharing cars with other shifts.
We check the back seat for contraband (drugs, weapons, wallets, cell phones, stolen property, etc.).
We also check the vehicle to ensure it’s in safe operating condition.
As training officers, we often place things in the car to realistically test the rookies.
The water under the pedals has resulted in many rookies getting dinged on their daily evaluation.
Remember, sometimes it’s the little things that when left unchecked, turn into big things and cause a crisis.
Fly safe!
PS – I’m not a pilot, but I am a flying enthusiast. Plus, I stayed at a Holiday Inn last night. So there’s that.
8.8 gph if you lean it out 🙂
How are you able to get the instrument readouts in digital format for the video even though it's a analog cockpit?
Toby Flenderson, is that you?!
How did you remember the taxi instructions? I always have to write it down
What plane is this?
Uh, GTN 750. I like.
How did you do the gauge overlay in the video?
Why is the taxi so fast these days? Just a question….from an old guy. Also, the check list used to be on one page………I suppose now the philosophy is to use the rudder to center the localizer now. Inviting disaster IMHO……..no wonder these young people can't handle an airplane anymore. Being an old airline instructor, this is a machine operator, and NOT a pilot. I can see the Hobbs meter spinning……
3/4 hours to convert to complex??? I went from Tomahawk to Arrow in an hour, and so did a few of my friends I think maybe with an hour of ground school first.