PA31-310 Questions

Captain X · Post by **Captain X** » Fri Nov 17, 2006 10:01 am

The 310 has 1 stall strip on the left wing but has 2 on the right.... why? (I assume it has something to due with the critical engine on the right side.)

Anyone have any other decent questions like the one above, that u might be asked on a Navajo ride would be great.

thanks

bob sacamano · Post by **bob sacamano** » Fri Nov 17, 2006 11:19 am

I doubt anyone would ask you that question.

PPC rides are not like ppl/cpl flight tests.

They wanna see you fly the airplane in a safe manner.

Captain X · Post by **Captain X** » Fri Nov 17, 2006 1:04 pm

alright, but it still does not answer my 1st question.

bob sacamano · Post by **bob sacamano** » Fri Nov 17, 2006 1:35 pm

Captain X wrote:alright, but it still does not answer my 1st question.

Alright, that means you're not ready for your ride yet.

Aviatard · Post by **Aviatard** » Fri Nov 17, 2006 1:55 pm

I know this doesn't answer your question, but unless the PA31 has engines that spin counter-clockwise, the critical engine would be the right one, not the left.

tundratire · Post by **tundratire** » Fri Nov 17, 2006 2:26 pm

could it be because during low airspeed flight....and if u have the engines at the same power setting, and since a 310 does not have counter rotating props like a 325 CR or 350, there is more airflow going over that portion of the right wing then on the left due to the down ward blade on the right engine producing more airflow. So to make sure that the buffet is felt evenly on both wings at the same time, another stall strip is added to the right wing.

The BS paragraph above and 25 cents will get u a timbit....

tundratire · Post by **tundratire** » Fri Nov 17, 2006 2:27 pm

and what Bob Sacameno said

LinksInAChain · Post by **LinksInAChain** » Fri Nov 17, 2006 2:36 pm

The PA-30 Twin Comanche has the same setup with stall strips.

Tundratire's absolutely right - gives more dossile characteristics to the stall.

Same note: Wouldn't it inadvertently raise Vmc a little, sacrificing low speed handling for better stall characteristics?

Damn Vmc... Glad THAT'S a thing of the past!

Links

Raybanman · Post by **Raybanman** » Fri Nov 17, 2006 5:19 pm

bob sacamano wrote:
Captain X wrote:alright, but it still does not answer my 1st question.
Alright, that means you're not ready for your ride yet.

So you don't know why? Don't/didn't you fly a Ho, Bob? It amazes me how when someone actually has something to say on this site they get assraped by people like you.

Its not like anyone expects a navajo ride to require jedi-like zen, but god forbid that someone should be curious about something on the plane.

bob sacamano · Post by **bob sacamano** » Fri Nov 17, 2006 7:00 pm

Raybanman wrote:Its not like anyone expects a navajo ride to require jedi-like zen, but god forbid that someone should be curious about something on the plane.

I think that's what the Operating manual is made for, no?

altiplano · Post by **altiplano** » Fri Nov 17, 2006 8:17 pm

Aviatard wrote:I know this doesn't answer your question, but unless the PA31 has engines that spin counter-clockwise, the critical engine would be the right one, not the left.

1- If they were counter rotating (which they aren't) it wouldn't have a critical engine.

2- The left one is the critical engine.

3- The reason that there's only one stall strip on the left is because the other one fell off... fuckin hos................

Aviatard · Post by **Aviatard** » Sat Nov 18, 2006 2:21 am

altiplano wrote:2- The left one is the critical engine.

Of course you're right. I meant the other left. I did mean couter-clockwise, not counter-rotating, though. (Proof-reading your posts is a good idea sometimes.)

Captain X · Post by **Captain X** » Sat Nov 18, 2006 9:44 am

bob sacamano wrote:
Raybanman wrote:Its not like anyone expects a navajo ride to require jedi-like zen, but god forbid that someone should be curious about something on the plane.
I think that's what the Operating manual is made for, no?

Well BOB, I did read the AFM and NO its not in there..... so thanks for the smart ass answer/comments... maybe if you have something intelligent to say then go ahead.... if not, don't waste your time

Captain X · Post by **Captain X** » Sat Nov 18, 2006 9:52 am

oh and Bob one more thing... here is what someone PM'd me... this is the type of stuff i was looking for..... I never knew it was a big deal to ask for some help....

What are you to do when the gear selector does not return to neutral after selecting the gear up?

When flying in +RA what considerations should you make with respect to your electrics and why?

Does hydraulic pressure keep the gear down? What does the standpipe within the reservoir provide?

ect ect

bob sacamano · Post by **bob sacamano** » Sat Nov 18, 2006 11:34 am

Captain X wrote:oh and Bob one more thing... here is what someone PM'd me... this is the type of stuff i was looking for..... I never knew it was a big deal to ask for some help....

What are you to do when the gear selector does not return to neutral after selecting the gear up?

When flying in +RA what considerations should you make with respect to your electrics and why?

Does hydraulic pressure keep the gear down? What does the standpipe within the reservoir provide?

ect ect

I told you how it was, that they don't usually ask these questions, however that didn't seem to appease you.

Now for someone going on a type rating ride, I would think that by now, they have acquired enough knowlegde to know what to expect from examiners.

I guess some want to be spoon fed all the way through.

Well if that's the case;

Is it advised to go from 0-30 flap let's say? why/why not?

Does your aircraft have the VG kit installation? If so, how many can be missing before you stop using the VG numbers?

How many pumps to get the gear down?

If the boot lights don't come on, what can you do to check if your boots are working? can you then fly into known icing?

How many cycles do the prop boots have? what's the range?

You get the drift? Now open up that hangar door, cos the airplane's coming in to land.... vrooooooom vroom vrooom.

Clearwater · Post by **Clearwater** » Sat Nov 18, 2006 2:08 pm

Apache64_ · Post by **Apache64_** » Sat Nov 18, 2006 6:08 pm

It could also be that during stalls the left wing stalling prior to the right one. To balance this they added the second stall strip. I dont remember off hand but most ho's I flew only had one, though the memory could be bad. The C!172 wing can have its washout adjusted by your mechanic (from what I was told by my AME). Though the Piper Cherokee doesnt have that ability (again was told by same person). It could also be the all the down going blade stuff as well, I just dont want to think that deep.

What are you to do when the gear selector does not return to neutral after selecting the gear up?

If the gear handle doesn't return, verify three green. If three green, hydraulic system didnt finish the cycle and the inboard gear doors havent retracted. Safe to land and call the mechanics. Try cycling gear as well.

When flying in +RA what considerations should you make with respect to your electrics and why?

Right Alternator is mounted in the airflow due to the air conditioning is supposed to be on that engine. Reduce electrical load as reqd.

Last one is all yours. 'Cause I cant remember right now.

Cheers

Apache

altiplano · Post by **altiplano** » Sat Nov 18, 2006 8:04 pm

bob sacamano wrote: Now for someone going on a type rating ride, I would think that by now, they have acquired enough knowlegde to know what to expect from examiners.

OK Bob this one is for you.

Is a PA-31 ride a Type Rating?

Why or why not?

First ride I ever did was on a PA-31 and I knew feck all what to expect. Today I probably know a little less than feck all but I seem to endure................

bob sacamano · Post by **bob sacamano** » Sat Nov 18, 2006 9:05 pm

altiplano wrote:
bob sacamano wrote: Now for someone going on a type rating ride, I would think that by now, they have acquired enough knowlegde to know what to expect from examiners.
OK Bob this one is for you.

Is a PA-31 ride a Type Rating?

Why or why not?

First ride I ever did was on a PA-31 and I knew feck all what to expect. Today I probably know a little less than feck all but I seem to endure................

I shoulda said PPC ride, forgive me.

http://www.tc.gc.ca/CivilAviation/Regse ... htm#421_40

Why would you not know what to expect? Didn't you know that they aren't there to see if you can fly, rather to see how you can manage your workload in a safe manner?

As for examiners, most of them, aren't there (from my experience anyways) to watch you fail, it turns out to be more of a discussion rather then you're wrong and this is how it is.

bob sacamano · Post by **bob sacamano** » Sat Nov 18, 2006 9:13 pm

Clearwater wrote:You are on the right track with your prep. Every Navajo PPC ride I have ever participated in has included exactly the kind of questions that you are asking about.

Don't let the negativity of people like BOB get you down.

Call me if you need any help.

JP

Oh come on now.

hoptwoit · Post by **hoptwoit** » Sat Nov 18, 2006 9:24 pm

The C!172 wing can have its washout adjusted by your mechanic (from what I was told by my AME).

With respect to the washout in cessna 172 182 206 and many others. The washout angles are fixed. They cannot be adjusted.
The angle of incidence can however be changed these are very different things.

bbb · Post by **bbb** » Sat Nov 18, 2006 9:26 pm

Captain X
Who's doing your training? They should have the answers to your (and Bob's) questions. Also, if your maintenance is local to you, do yourself a big favour and ask them to look at the maintenance manuals. Most of the diagrams in them are way better than what gets provided to pilots in the AFM. Especially the hydraulic, vacuum/pneumatics and electrics. Be sure you're looking at both the Operating Manual and the Aircraft Flight Manual. I'm setting myself up here for some flak on the forum, but having dealt with PA31's and TC for 10yrs, be sure you're carrying the most recent revision of the AFM. Personally, yeh, depending on the inspector you may/not get asked that type of question, but since when did it hurt a pilot to really understand his aircraft and systems? BTW, the standpipe is there to ensure you've got enough fluid to pump the gear down. And yes the manual will tell you how many strokes, but having done it and counted, it was closer to 55.

LiL'Cracky · Post by **LiL'Cracky** » Sat Nov 18, 2006 10:29 pm

Back to the original Q' this would mean the second stall strip has fallin off...time to order a new one.

altiplano · Post by **altiplano** » Sat Nov 18, 2006 11:27 pm

OK Bob. You are forgiven. This time.

Yeah some examiners are there to be all nicey nice - guess you've had good experiences.

After I finished my licenses that was the end of nicey nice for me. CCP's I've flown with - when you don't know something they will start opening you up and going further and further into what you don't know about aircraft systems. And don't feckep your SOPs because now you are really digging a hole and that steep turn better be on - briefing-altitude-speed-bank-roll out... It isn't enough to make it home and grease it in. These guys, especially on an initial, want to know you are not just going to be able to get by when everything goes well, they want to trust you when the shit hits and don't want the guys you fly with having to pick up the slack... They want you to know systems and SOPs cold. Sure everyone will make a mistake or not know an answer but everyone you miss makes it harder and harder to keep your job...

LiL'Cracky wrote:Back to the original Q' this would mean the second stall strip has fallin off...time to order a new one.

I don't really know that it fell off - I was asked on my initial ride and I forgot what it was called and didn't really know what it did... So don't believe much of what I say. As I say I knew a little less than feck all. And I forgot most of it to make room for more nonsense.

But what I do know from my days flying Navajos is that shit breaks and it wouldn't surprise me if it did.

Or maybe you weren't refering to my comment at all... anyway... ok bye...

BTW - One piece of advice when you don't know something say it. Don't guess or BS unless it is a damn good guess. You're just starting to dig if you do.

The Hammer · Post by **The Hammer** » Sun Nov 19, 2006 1:03 am

Make sure you know which flap system you have and how it works? There are two types of systems and they always seemed to ask which one you have and how it worked ie protection from 0 flap only or at each setting

IMHO