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During Runup
1. Pull prop out 2. Resistance on propellor goes up Engine RPM should drop due to increased resistance Oil pressure should decrease since some oil had to go to the propellor to make the pitch change Manifold pressure should go up due to drop in RPM 3. Push prop back in
4. Resistance on propellor decreases RPM should return to original RPM - check this each time Oil pressure should return to original pressure, and check for oil leaks from prop on cowl Manifold pressure should decrease back to original pressure
Before Landing
Before landing in a complex aircraft, the GUMPS checklist should be run three times: 1. Downwind 2. Base 3. Final Increasing the propellor lever to full RPM can be left until base, or in some cases even nal to minimize noise generated by the propellor. Last chance: 3 green lights
C G U M P S Cessna: Carb heat On Gas: fuel selector valve to Both or Fullest Tank, fuel pump on Undercarriage: Down Mixture: Full Rich Propellor: Full In Switches and Seatbelts: landing light on
altitude engines require manifold pressure gauge (turbo or supercharger=altitude engine?) altitude engine- reciprocating engine whose rated takeoff power can be produced at an established higher altitude (FAR 91.205) On piper arrow and most single engine planes, prop does not feather (face directly into the wind) or reverse.