“Moving on Up” Transitioning to High-Performance Aircraft Peter Long, CFI, CFII, MEI [email protected].

““Moving on Up”Moving on Up”

Transitioning to Transitioning to High-Performance AircraftHigh-Performance Aircraft

Peter Long, CFI, CFII, MEIPeter Long, CFI, CFII, MEI

[email protected]@outback-aviation.com

AgendaAgenda

► How much horsepower do I need to fly !How much horsepower do I need to fly !

► PropellersPropellers

► Engines and TurbochargersEngines and Turbochargers

► Other ConsiderationsOther Considerations

► FAA Rules – just in caseFAA Rules – just in case

► QuestionsQuestions

How much horsepower do I need to How much horsepower do I need to fly ?fly ?

The Wright Flyer – 12 HPThe Cessna 172SP – 180 HPThe Cessna Turbo 206 – 310 HPBoeing 747 – 90,000 HP (equivalent)North American P-51 – 1100->1600 HPNorth American T-28 Trojan – 800 HP

PropellersPropellers

►Convert engine HP to thrust Convert engine HP to thrust

►Fixed vs. Constant SpeedFixed vs. Constant Speed

►Torque & P-FactorTorque & P-Factor

Propellers – FixedPropellers – Fixed

► Angle of attack Angle of attack varies with airspeed varies with airspeed &/or RPM&/or RPM

► Optimized for a Optimized for a single airspeed/RPMsingle airspeed/RPM

► Therefore it has Therefore it has poorer efficiency poorer efficiency other timesother times

Propellers – Constant Speed Propellers – Constant Speed

► Changes Changes blade blade angleangle to maintain to maintain optimal angle of optimal angle of attack over wide attack over wide range of airspeed range of airspeed and RPM settingsand RPM settings

► More complexityMore complexity

► Additional cockpit Additional cockpit control (propeller)control (propeller)

How the whole thing works How the whole thing works

How the governor worksHow the governor works

To Prop To PropTo Prop

High RPM Low RPMOn RPM

Oil

Oil

By adjusting blade angle, governor maintains optimal AoA and constant engine RPM

Changes in airspeedChanges in airspeed

►ClimbingClimbing Airspeed slowsAirspeed slows Angle of attack increasesAngle of attack increases Engine RPM slowsEngine RPM slows Governor reduces blade angleGovernor reduces blade angle Engine RPM recoversEngine RPM recovers Angle of attack back to optimalAngle of attack back to optimal

Use of Propeller ControlUse of Propeller Control

► Power Increase - Mixture, Prop, ThrottlePower Increase - Mixture, Prop, Throttle► Power Decrease - Throttle, Prop MixturePower Decrease - Throttle, Prop Mixture

Example : T206Example : T206

► Takeoff - High RPM Setting, Full PowerTakeoff - High RPM Setting, Full Power► Climb - Set to top of green (MP, RPM, Fuel Climb - Set to top of green (MP, RPM, Fuel

flow)flow)► Cruise - Per the POHCruise - Per the POH► Descent - Reduce Throttle 1 Inch Per MinuteDescent - Reduce Throttle 1 Inch Per Minute► Landing - Prop High RPM (typically on base)Landing - Prop High RPM (typically on base)

PropellersPropellers

►Convert engine HP to thrust Convert engine HP to thrust

►Fixed vs. Constant SpeedFixed vs. Constant Speed

►Torque & P-FactorTorque & P-Factor

Propellers – TorquePropellers – Torque

►Left turning tendency Left turning tendency ►Strongest with high powerStrongest with high power►Did I say “right rudder”Did I say “right rudder”

Propellers – P-factorPropellers – P-factor

►Left turning Left turning tendency tendency

►Strongest with highStrongest with high PowerPower Angles of attackAngles of attack

►Take-off, go-aroundTake-off, go-around

►Right rudder !!!!Right rudder !!!!

AgendaAgenda

► How much horsepower do I need !How much horsepower do I need !






Engine ManagementEngine Management

► Bigger engines -> more heatBigger engines -> more heat

► Turbochargers -> more heatTurbochargers -> more heat

► Need to manage CHTs (<400Need to manage CHTs (<400°F)°F) In the climb – add fuel, reduce fpmIn the climb – add fuel, reduce fpm Enroute – cowl flaps, leaningEnroute – cowl flaps, leaning In the descent – reduce power gradually, keep In the descent – reduce power gradually, keep

leanlean (Pushing the mixture in generate large changes)(Pushing the mixture in generate large changes)

TurbochargersTurbochargers

► Uses exhaust gas to Uses exhaust gas to drive increase inlet drive increase inlet manifold pressuremanifold pressure

► Waste gate is key to Waste gate is key to how much boosthow much boost

► Modern systems Modern systems have automatic have automatic wastegates wastegates

To Intake Manifold

Exhaust

Waste Gate

TurbochargersTurbochargers

► Critical altitude is Critical altitude is when wastegate is when wastegate is fully closedfully closed

► Descent planning !Descent planning !

► What happens when What happens when the turbocharger the turbocharger fails at altitude ?fails at altitude ? (Air start checklist)(Air start checklist)

To Intake Manifold

Exhaust

Waste Gate

Other Cool StuffOther Cool Stuff

► Oxygen or pressurization systemsOxygen or pressurization systems

► Anti-ice, De-ice systemsAnti-ice, De-ice systems

► Speed brakesSpeed brakes

► Weather RadarWeather Radar

► GPS and/or glass panel avionicsGPS and/or glass panel avionics

AgendaAgenda







Speed (I feel the need for …)Speed (I feel the need for …)

► Planning AheadPlanning Ahead CommunicationsCommunications Altitude/Power ChangesAltitude/Power Changes Particularly turbo-charged enginesParticularly turbo-charged engines

► Longer Takeoff/Landing DistancesLonger Takeoff/Landing Distances

► Larger Turn RadiusLarger Turn Radius

► Longer RangeLonger Range

WeightWeight

►MomentumMomentum

►StabilityStability

►Landing (Descent)Landing (Descent) Sink rate, use of powerSink rate, use of power

►Landing (Crosswinds)Landing (Crosswinds) WeathervaningWeathervaning

Read the POH !Read the POH !

►Section 7 - How Things WorkSection 7 - How Things Work►Section 9 - How the Other Things WorkSection 9 - How the Other Things Work►Section 2 - What Can Kill YouSection 2 - What Can Kill You►Section 3 - When Things DON’T WorkSection 3 - When Things DON’T Work►Section 4 - Normal ProceduresSection 4 - Normal Procedures►Sections 5, 6, and 8Sections 5, 6, and 8

Calibrate the PlaneCalibrate the Plane

► Power/Flap/Gear Settings/Airspeeds for:Power/Flap/Gear Settings/Airspeeds for: ClimbClimb CruiseCruise DescentDescent Hold / approach levelHold / approach level Precision / non-precision approachPrecision / non-precision approach DownwindDownwind BaseBase FinalFinal Go AroundGo Around

AgendaAgenda







FAA RulesFAA Rules

► 61.31 –61.31 –received and logged ground and flight trainingreceived and logged ground and flight trainingone-time endorsement re proficiencyone-time endorsement re proficiency

► High-performance endorsement High-performance endorsement (>200HP)(>200HP)

► Complex endorsement Complex endorsement (flaps, wheels, propeller)(flaps, wheels, propeller)

► High-altitude endorsement High-altitude endorsement (pressurized, ceiling > 25,000’)(pressurized, ceiling > 25,000’)

Any questions ?Any questions ?

West Valley Flying ClubWest Valley Flying Club

►Over 80 airplanes for rent – SQL, PAO, Over 80 airplanes for rent – SQL, PAO, HWDHWD

►Over 20 high performance planesOver 20 high performance planes

►http://www.wvfc.orghttp://www.wvfc.org

►Come visit us in the terminal buildingCome visit us in the terminal building

Come outside and playCome outside and play

►N206DW – Cessna T206 turbo 310HP 6 N206DW – Cessna T206 turbo 310HP 6 seatsseats

►N4195U – Cessna C182 235 HPN4195U – Cessna C182 235 HP

3 high-performance planes from3 high-performance planes fromWest Valley Flying Club on displayWest Valley Flying Club on display

Moving on UpMoving on UpPeter Long, CFI, CFII, MEIPeter Long, CFI, CFII, MEI

[email protected]@outback-aviation.comhttp://www.outback-aviation.com/http://www.outback-aviation.com/

Seminars.htmSeminars.htm(408) 406 7370(408) 406 7370

Thanks to Dave Fry, Trevor Thom, and the internet…

“Moving on Up” Transitioning to High-Performance Aircraft Peter Long, CFI, CFII, MEI [email protected].

Documents

hp slide

optimal slide

base slide

display slide

constant engine rpm

engine hp

right rudder slide

terminal building slide