I can give you one important feedback. Not only native English speakers watch your videos so if you speak little bit slower and sounds the words more clearly. That would be tremendously helpful for alot of people like me. Your videos are greatly appreciated, very helpful. Thank you
I can agree with that because I didn't know why he was talking so fast I could not accurately pick up what he was saying. If there was a quiz after viewing this, I would definitely score zero.
I made notecards for each instrument. Excellent video. I suggest saying the full version for acronyms. I had to look up DG (heading indicator's old name), EGT and CHT. That said, I'll probably remember them more because I had to look them up! lol
Another important thing with the amp meter is that it will indicate a hung starter motor by showing very high amps after start. Normally it will drop to below 20 amps quickly, but if the starter hangs it will be at about 40 amps at idle and go to 60 amps with any kind of increase in rpm. Unless you have a warning for starter hang fitted to the aircraft this is an important thing to watch out for after start. We had one of our Warriors get smoke in cockpit during taxi for departure, but it doesn't happen right away. They got all the way to the runway before it got hot enough to produce smoke. Luckily they got off the runway and shut down before anything more serious happened, but the firedepartment was notified by the tower and came to help. They ended up having to change the starter, starter relée and start switch to cure the problem. So a lesson learned for me always pay attention to the amp meter after start, just like oil pressure.
Yikes, I would've hoped the noise of the ring gear and pinion on the starter would've clued them in to that. Must have been some pretty smooth and quite gears!
No sound at all, that's why the first one that got it managed to taxi all the way from hangars, do run-up and enter the runway before smoke started appearing. No idea how it managed to do that, but changing starter, starter relay and start switch fixed it in the end.
ASI* (airspeed indicator) and VSI has diaphragms not wafer , aneroid wafers only exist in ALT (look PHAK faa-h-8083-25b. section 8-3,7,8), technically its a load meter not ammeter look in Arrow POH, I know it says amps
I'm a newbie, just doing research right now. Cant afford flight school at all. But since I'm a newbie I didnt understand anything but the clock and speed.
The throttle control fundamentally is simply opening the throttle valve to let the engine suck in more air and has nothing directly to do with fuel (the extra air rushing through the carburetor's venturi will also suck more fuel with it). However! Carburetors are pretty bad at their job. They tend to make the engine run rich at low power and run lean at high power, especially when punching the throttle quickly. So in order to help the engine from stuttering (because it got too much air but not enough fuel) engineers connected an "accelerator pump" to the throttle lever. This pump is basically a little syringe that squirts fuel into the airflow when the throttle is increased quickly. So by pumping the throttle, you can squirt fuel up into the intake manifold pretty much right at the carburetor. The PRIMER, however, is a syringe that you can use to squirt fuel directly onto the back of the intake valves. This is much closer to the engine and farther away from the intake filter. The primer should be more effective most of the time. Most importantly though, the primer is much less likely to cause an intake fire on the ground when starting.
there are videos ya watch and your like OK cool. Then there are vids ya watch and actually study. This is the latter. I feel understanding why and how instrument/s can go wrong is instrumental (no pun intended) in mitigating issues - panic in flight. Thank you! for the thorough vid!
I know most of them, but it would have been nice to explain the abbreviations, e.g. . EGT, CHT, ELT, etc. Would be good for newbies. Just saying :-} Otherwise, great video!!!
As an initial cockpit overview, this is gold. No need to do a deep dive to each and every abbreviation/system. There‘s plenty of material on YT or Google to deepen your knowledge.
Great video. That is technically a “loadmeter” though, right? Shows electrical load on the system only. Unlike an ammeter, which is capable of indicating an electrical discharge (negative indication) and a charge (hopefully just a slight positive indication if all is working normally). Working on my CFI right now so just want to make sure I know what I’m talking about. Am I correct?
The only DME this airplane would have is the old RNAV and GPS...both are so far out of date I didn't bother going over them. You won't be finding anything like that too often any more. Even real "DME" has pretty much gone away and been replaced with GPS
One question that has always bugged me (pardon the Pun), is regarding the D.G., I know it's not a Compass BUTT it can act as one, The Question is does the D.G. automatically know where the aircraft is facing even with the engine off, so if you were to push the nose on the ground of the aircraft withé the Engine off (or On), does the D.G. automatically line up ¿¿¿¿¿¿
No, the D.G. (directional gyro, also called a heading indicator) only works when the engine is running (because it is powered by airflow from the engine-driven vacuum pump) The D.G. has no idea where the airplane is pointed, it can only sense a change in direction. The pilot has to manually twist the D.G. to match what the compass says. The reason that the D.G. exists is that the compass will freak out any time the airplane is turning or accelerating or decelerating. The D.G. is accurate in the short term while maneuvering, but will occasionally need to be re-set to the compass
Officer Gregory Stevens Think of the pump as an “air pump”. Only in this case, the pump is drawing air in, instead of pumping air out. The engine turns the vanes in the pump and it draws air inward. Rigid tubing connects the pump to the air powered gyro instruments. Further upstream there is a filter and regulator. Air is sucked into the system under the instrument panel through the filter, then passes through the gyro, causing it to spin. The air then passes through the tubing, is drawn into the pump and discharged out of the pump.
Technically all those instruments make it sufficient for IFR, but in reality what makes a plane IFR certified? Was it a marketing ploy by manufacturer or a conspiracy by FAA? These days IFR GPS seemed sufficient to replace a lot of things.
CHT is related to how much stress the engine is under. The higher the temperature, the higher the stress. It is also related to combustion efficiency. If the engine is too cold, the lead in the fuel may condense in the cylinder and cause fouling. Some aircraft are equipped with cowl flaps that the pilot uses regulate cooling air in the engine compartment. At very high altitudes or in the winter up north, you'll want to close your cowl flaps to keep the CHT up. You can use the EGT to tune the mixture. Ideally, every bit of fuel in the engine would have enough oxygen to burn completely (look up stoichiometry). Full-rich works pretty well on the ground, but up where the air is thin there's more fuel to burn than air to mix it with. When the mixture is perfect, the fuel/air combustion produces maximum heat, so you lean the mixture and watch for the EGT to hit its peak and start coming down again. (If you're too aggressive the engine might start sputtering from not getting enough fuel.) The aircraft handbook usually recommends setting the mixture to be just rich of peak EGT. There is also some advanced troubleshooting you can do with a fancy, multi-probe system like the one shown. E.g., a fouled spark plug will read a bit high EGT and slightly low CHT on that cylinder.
7:02 the text is not correct. Oil Pressure uses the bourdon tube (in the instrument), needs no power, and would spill oil if the line broke. Most of these Pipers had a small copper line running directly into the cockpit to indicate oil pressure. Oil temperature takes the measurement at the engine, generates a signal and uses a wire to transmit to the instrument. With oil temp, you need electrical power to make the instrument work.
Stupid question, how does the heater use the exhaust to heat the plane? Obviously it isnt venting fumes in the cabin. Can you describe the ,heat exchanger?, set up?
Could you explain things without being a pilot snob? 1:52 We have 2 VUR both have VOS knobs. 4:30 Down here we have our ELT panel. What is the point of these videos if you're just gonna spew acronyms without explaining the terms?
+Dragon Skunk if you watch the videos in order (this one is #57) all the contractions used have been explained earlier (learning is a building block system!)
One of the parts of getting into any field is learning what acronyms are used. This is part of that learning system. Since no pilots say "VHF omni directional radio range", there's little sense in him saying that instead of "VOR".
To be honest, it would be less understandable if he actually expanded VOR. It is such a common abbreviation, you never use it in its full form. As for OBS knob - you could say omni bearing selector. But let's be honest - nobody actually cares what the knob is called. It's the knob on the NAV. ELT is actually not that commonly mentioned, so I can understand if this seems unfamiliar to you. It's the emergency locator beacon. He did mention how it works, though, so it should be clear what it does, even if you don't know what it means exactly.
This Man is a Legend. Educating us for free and making us all safer. I hope you get the respect you deserve.
That’s the first clock I have seen working, great, informative video.
I can give you one important feedback. Not only native English speakers watch your videos so if you speak little bit slower and sounds the words more clearly. That would be tremendously helpful for alot of people like me. Your videos are greatly appreciated, very helpful. Thank you
I can agree with that because I didn't know why he was talking so fast I could not accurately pick up what he was saying. If there was a quiz after viewing this, I would definitely score zero.
*THIS VIDEO IS SO GOOD. God BLESS you for uploading these videos, they are helping my study for my checkride!! seriously so great!* :)
I made notecards for each instrument. Excellent video. I suggest saying the full version for acronyms. I had to look up DG (heading indicator's old name), EGT and CHT. That said, I'll probably remember them more because I had to look them up! lol
Another important thing with the amp meter is that it will indicate a hung starter motor by showing very high amps after start. Normally it will drop to below 20 amps quickly, but if the starter hangs it will be at about 40 amps at idle and go to 60 amps with any kind of increase in rpm. Unless you have a warning for starter hang fitted to the aircraft this is an important thing to watch out for after start. We had one of our Warriors get smoke in cockpit during taxi for departure, but it doesn't happen right away. They got all the way to the runway before it got hot enough to produce smoke. Luckily they got off the runway and shut down before anything more serious happened, but the firedepartment was notified by the tower and came to help. They ended up having to change the starter, starter relée and start switch to cure the problem. So a lesson learned for me always pay attention to the amp meter after start, just like oil pressure.
Yikes, I would've hoped the noise of the ring gear and pinion on the starter would've clued them in to that. Must have been some pretty smooth and quite gears!
No sound at all, that's why the first one that got it managed to taxi all the way from hangars, do run-up and enter the runway before smoke started appearing. No idea how it managed to do that, but changing starter, starter relay and start switch fixed it in the end.
Very informative just wish you'd have explained what more of the abbreviations meant.
ASI* (airspeed indicator) and VSI has diaphragms not wafer , aneroid wafers only exist in ALT (look PHAK faa-h-8083-25b. section 8-3,7,8), technically its a load meter not ammeter look in Arrow POH, I know it says amps
I'm a newbie, just doing research right now. Cant afford flight school at all. But since I'm a newbie I didnt understand anything but the clock and speed.
Jon, what is the difference between priming with the primer and with the throttle? My instructor always used the later. Ty
Excellent video as usual 👍🏼
The throttle control fundamentally is simply opening the throttle valve to let the engine suck in more air and has nothing directly to do with fuel (the extra air rushing through the carburetor's venturi will also suck more fuel with it). However! Carburetors are pretty bad at their job. They tend to make the engine run rich at low power and run lean at high power, especially when punching the throttle quickly. So in order to help the engine from stuttering (because it got too much air but not enough fuel) engineers connected an "accelerator pump" to the throttle lever. This pump is basically a little syringe that squirts fuel into the airflow when the throttle is increased quickly. So by pumping the throttle, you can squirt fuel up into the intake manifold pretty much right at the carburetor. The PRIMER, however, is a syringe that you can use to squirt fuel directly onto the back of the intake valves. This is much closer to the engine and farther away from the intake filter. The primer should be more effective most of the time. Most importantly though, the primer is much less likely to cause an intake fire on the ground when starting.
Samm Sheperd thanks for a great explanation!
I like that so much when I watch one of your videos believing I know it all already... and boom I learn something! Thx!!
Maybe explain and show more of the fuel system line. Great video!
EGT - Exhaust Gas Temp
CHT - Cylinder Head Temp
Thank you. Learning again and this helped.
Great to hear!
there are videos ya watch and your like OK cool. Then there are vids ya watch and actually study. This is the latter. I feel understanding why and how instrument/s can go wrong is instrumental (no pun intended) in mitigating issues - panic in flight. Thank you! for the thorough vid!
I know most of them, but it would have been nice to explain the abbreviations, e.g. . EGT, CHT, ELT, etc. Would be good for newbies. Just saying :-} Otherwise, great video!!!
As an initial cockpit overview, this is gold. No need to do a deep dive to each and every abbreviation/system. There‘s plenty of material on YT or Google to deepen your knowledge.
He verbally said Exhaust Gas Tempurature and Cylinder Head Temperature.
EGT = Exhaust Gas Temperature
CHT = Cylinder Head Temperature
ELT = Emergency Locator Transmitter
Wow. What a great educational video. Thank you.
Glad you enjoyed it!
SIR! I will be taking my checkride in an airplane with a G5 attitude indicator and directional gyro. What do I need to know about that system?!
Great video, learned a lot. 👍🏽
Notes
ASI - Pitot Tube and Static Port
Air pressure comes in
AI - Gyro Instrument. Engine driven vacuum pump
Great video. That is technically a “loadmeter” though, right? Shows electrical load on the system only. Unlike an ammeter, which is capable of indicating an electrical discharge (negative indication) and a charge (hopefully just a slight positive indication if all is working normally).
Working on my CFI right now so just want to make sure I know what I’m talking about. Am I correct?
@fly8ma
Thanks for another great and informative video.
great VID, THANK YOU MAN
Great presentation. Thanks
That is a beautiful airplane, where did you find that baby??
I must have missed it but, did you show the DME? Was it part of the old school GPS?
The only DME this airplane would have is the old RNAV and GPS...both are so far out of date I didn't bother going over them. You won't be finding anything like that too often any more. Even real "DME" has pretty much gone away and been replaced with GPS
The hand cranking of the propeller at the end of the video looked really dangerous - is that in the POH?
Really nice. Thanks
Awesome! On point!
Good onboard preflight
Awesome video thank you
Glad you enjoyed it
And the clock also has it own rechargeable battery wish kicks in once master switch is switch to OFF POSITION 😉
Fantastic video! 12:21 What do the numbers on the circuit breakers mean?
I don't know but, were I to guess, I'd say their amperage rating
@@spokev Thank you! I asked my Instructor in flight training and he told me it's the amount of amp's they can take before popping out
Good job !! 😎 👍
One question that has always bugged me (pardon the Pun), is regarding the D.G., I know it's not a Compass BUTT it can act as one, The Question is does the D.G. automatically know where the aircraft is facing even with the engine off, so if you were to push the nose on the ground of the aircraft withé the Engine off (or On), does the D.G. automatically line up ¿¿¿¿¿¿
No, the D.G. (directional gyro, also called a heading indicator) only works when the engine is running (because it is powered by airflow from the engine-driven vacuum pump) The D.G. has no idea where the airplane is pointed, it can only sense a change in direction. The pilot has to manually twist the D.G. to match what the compass says. The reason that the D.G. exists is that the compass will freak out any time the airplane is turning or accelerating or decelerating. The D.G. is accurate in the short term while maneuvering, but will occasionally need to be re-set to the compass
Was just looking up instrument only flight where JFK Jr died and ended up learning all about the instruments. So cool that some aren't powered.
Great video.
Thanks! Share us with your friends on Facebook and around the airport!
Vacuum pump vacuum sealed instruments are in a vacuum?
Officer Gregory Stevens Think of the pump as an “air pump”. Only in this case, the pump is drawing air in, instead of pumping air out.
The engine turns the vanes in the pump and it draws air inward. Rigid tubing connects the pump to the air powered gyro instruments. Further upstream there is a filter and regulator.
Air is sucked into the system under the instrument panel through the filter, then passes through the gyro, causing it to spin. The air then passes through the tubing, is drawn into the pump and discharged out of the pump.
👍👌😃
Enjoyed and valued.
Thank you.
So helpful thank you!!✨💕
Glad it was helpful!
Technically all those instruments make it sufficient for IFR, but in reality what makes a plane IFR certified?
Was it a marketing ploy by manufacturer or a conspiracy by FAA?
These days IFR GPS seemed sufficient to replace a lot of things.
Where is the map? How to navigate this plane
Jon, could you please elaborate a little on the reason behind wanting to know EGT & CHT? Absolutely love all your videos. Thanks!
CHT is related to how much stress the engine is under. The higher the temperature, the higher the stress. It is also related to combustion efficiency. If the engine is too cold, the lead in the fuel may condense in the cylinder and cause fouling. Some aircraft are equipped with cowl flaps that the pilot uses regulate cooling air in the engine compartment. At very high altitudes or in the winter up north, you'll want to close your cowl flaps to keep the CHT up.
You can use the EGT to tune the mixture. Ideally, every bit of fuel in the engine would have enough oxygen to burn completely (look up stoichiometry). Full-rich works pretty well on the ground, but up where the air is thin there's more fuel to burn than air to mix it with. When the mixture is perfect, the fuel/air combustion produces maximum heat, so you lean the mixture and watch for the EGT to hit its peak and start coming down again. (If you're too aggressive the engine might start sputtering from not getting enough fuel.) The aircraft handbook usually recommends setting the mixture to be just rich of peak EGT.
There is also some advanced troubleshooting you can do with a fancy, multi-probe system like the one shown. E.g., a fouled spark plug will read a bit high EGT and slightly low CHT on that cylinder.
7:02 the text is not correct.
Oil Pressure uses the bourdon tube (in the instrument), needs no power, and would spill oil if the line broke. Most of these Pipers had a small copper line running directly into the cockpit to indicate oil pressure.
Oil temperature takes the measurement at the engine, generates a signal and uses a wire to transmit to the instrument. With oil temp, you need electrical power to make the instrument work.
Stupid question, how does the heater use the exhaust to heat the plane? Obviously it isnt venting fumes in the cabin. Can you describe the ,heat exchanger?, set up?
There is a shroud that surrounds the exhaust pipe and a hose is connected to that shroud and routed into the cabin
Undefined acronyms are not newbie-friendly.
best video
Thanks... Feel free to share it around a bit!
So speaker=loudspeaker and phone=headset... What about the middle position?
Off. Blessedly. I'd probably fly into the ground on purpose If I had to listen to 4 radios simultaneously.
Just naming the gauges is not enough. I need to know how to use them and the acceptable values for different scenarios
1:16.
Atitude indicator
Thanks for this
Glad it helps! Check out the Free Online Ground School @ fly8ma.com and share us with your friends around the airport and on Facebook!
FLY8MA.com Flight Training I already did
Can you do one for Cessna 172
You had me until you did not explain what a V.O.R is. I was looking forward to having all the instruments explained but stopped after this one.
I have noticed pretty consistantly pilots and people in aviation speak Sooo fast. Why?
ok I give in bloody acronyms, whats (an) ELT ¿¿¿
As soon as you mention acronyms you should IMMEDIATLY explain/say them in FULL, you may know what they are BUTT not every-one watching Does.
Emergency Location (Locater) Transmitter
Ol
Too many acronyms 😩
You talk toooooo fast!
way too fast, poor explanations, jargon.
Could you explain things without being a pilot snob? 1:52 We have 2 VUR both have VOS knobs. 4:30 Down here we have our ELT panel. What is the point of these videos if you're just gonna spew acronyms without explaining the terms?
+Dragon Skunk if you watch the videos in order (this one is #57) all the contractions used have been explained earlier (learning is a building block system!)
One of the parts of getting into any field is learning what acronyms are used. This is part of that learning system. Since no pilots say "VHF omni directional radio range", there's little sense in him saying that instead of "VOR".
To be honest, it would be less understandable if he actually expanded VOR. It is such a common abbreviation, you never use it in its full form.
As for OBS knob - you could say omni bearing selector. But let's be honest - nobody actually cares what the knob is called. It's the knob on the NAV.
ELT is actually not that commonly mentioned, so I can understand if this seems unfamiliar to you. It's the emergency locator beacon. He did mention how it works, though, so it should be clear what it does, even if you don't know what it means exactly.
Fair enough, I'll give it a look.
Exactly
Thank you for a great video
Good video. Thanks