Will Samurai Husky pass his checkride?

[Hank]

Calculus wasn't too hard . . . but managing the engine in my C is both easier and much more fun!

[carusoam]

A couple of War Eagles sitting around an Internet table...

'Calculus wasn't too hard', says the guy who was involved in the discussion regarding Prandtl's number! 

 

Heat exchange from inside the engine is a couple of combinations of conduction and convection.  

- Internally: Heat is transferred from the metal parts to the oil on the interior surfaces using conduction.  That oil has a limited time to get off the hot surface before it gets too hot and starts to break down.  When the oil leaves the surface and heads to the oil cooler, that is convection.  What happens at the oil cooler is another round of conduction and convection as outside air gets heated and leaves the system.  The oil cooler is a radiator for the engine.  In the summer, it is sometimes recommended to have a higher level of oil in the system.  It gets more cooling time in the oil pan that way.

A place where oil (sometimes) can't get away from the really hot surfaces fast enough is the exhaust valve guides.  This is where oil is known to stagnate and coke, generating more resistance to new oil flowing through.  Cleaning these internal surfaces with the rope trick is a popular solution...

- externally: The cooling fins are pretty straight forwards.  More straight forwards when there aren't any cowl flaps.

 

Engines are similar to a scraped surface heat exchangers... So are Ice Cream makers! 

Now back to the ROP v. LOP channel.....

Go engineers and War Eagles!

Best regards,

-a-

 

 

[Hank]

Hmmm . . . Auburn University is the tigers. Auburn University in Montgomery (an hours' drive away) is the War Hawks. A little bit of trivia for far-away friends.

War Eagle!

Edited June 30, 2016 by Hank

[Samurai Husky]

I was told that reducing power would reduce airflow and fuel flow and that was the reason to run at full power; 

At 65% power the engine will be running at about 10.5gph where at full power it burns 15. I tried to find something in the POH, but they do not have a recommendation in there. 

However, that doesn't mean that other planes cannot benefit from pulling power. My guess is if the plane is under powered and the TAS difference between 65% and 100% is a very small amount, then i can see where pulling power would help;

On the SR20, it was a difference was a good 30knts or more, so i can also see the benefit there. 

[Hank]

Full power creates much more heat than 65% does. So reducing power means there is less heat for the airflow to carry away. It works, try it. But for God's sake, don't reduce power in the climb! Just do like you did and reduce your climb rate, which will increase your airspeed and cooling.

[chrisk]

  On 7/1/2016 at 1:32 AM, Hank said:

Full power creates much more heat than 65% does. So reducing power means there is less heat for the airflow to carry away. It works, try it. But for God's sake, don't reduce power in the climb! Just do like you did and reduce your climb rate, which will increase your airspeed and cooling.

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This is why I suggested having the discussion with your flight instructor.  You should know the various options and when it is appropriate to choose each one.  In a slow speed climb (Vx, Vy), where reducing power only makes the climb steeper.  --No.   In a cruise climb above pattern altitude with no  obstacles to clear, reduced power (75% or so) is typically fine.

It is also important information you will want after you pass your check ride and own a plane.   There is some chance you will end up with a turbo.    And if you do end up with a turbo, you will find they can develop 100% power at altitudes above 20,000 feet.  The air can be quite thin and engine temperatures can be an issue.  Imagine a Cirrus SR22T at 18,000 feet (Or a Mooney 231) at 100% power.    What are you going to do when the engine starts to get hot?   The only way your getting more air flow is to descend.  Your only effective choices are mixture and throttle (and cowl flaps in the Mooney).   

[carusoam]

Hank is quick on the trigger.  I misspelled Eagles and had it corrected within minutes...  Cleaned up my post fast enough, I thought I got away with it. 

+1 on discussing heat generation vs. heat dissipation with whoever told you what you thought you heard.

The guidelines can be pretty specific to climb or cruise.  

The owner of the plane may have some guidance to follow that they prefer.

The airframe and engine manufacturers have different limitations as they don't mind if you wear things out prematurely to achieve higher speeds.

It is best to have a clear understanding of the causes and controls for excess heat, and know the physical OilTs and CHTs that work for you.

It is good to get a feel for this now so you have real life experience to compare to in your new 2U airplane.

Best regards,

-a-

[Samurai Husky]

  On 7/1/2016 at 1:32 AM, Hank said:

Full power creates much more heat than 65% does. So reducing power means there is less heat for the airflow to carry away. It works, try it. But for God's sake, don't reduce power in the climb! Just do like you did and reduce your climb rate, which will increase your airspeed and cooling.

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ok; i will give it a shot the next time i am out; 

I already had the talk with my instructor before i left and that was what he recommended. He was the one that said to not pull power that it will keep the engine cooler. Maybe its because its a constant rate propeller, idk. 

So next time out will be my CFI check ride. If i Pass that then i can do the club checkride. If i pass that then its FAA check ride

But i am in chicago all next week soooooo

Now that i can do steep turns at least 4 out of 5 times i feel a lot better. 

BTW.... Any dates on 'when samurai husky become a pilot'

 

[Samurai Husky]

Turns out the heat in the #4 cylinder was due to a faulty temperature probe; We were watching the temps bounce from 500F down to 420F and all over the place in seconds. So either the cylinder is bad and is overheating to the point where the probe is fried; Or just the probe is fried. 

Lastly, the date has been set for my club PPL check ride. July 25th. If i pass that, then i have sign off for the FAA PPL Check ride. Though i need something like 90 minutes of hood time between now and then :/

My CFI and I have a few lessons booked between now and then to simulate the checkride..  I see a light at the end of the tunnel! Finally!

 

[Danb]

Good job SH, u mentioned Trescott is your instructor, if so you have one of the best in the USA,

[Samurai Husky]

Yep! I asked around the club for other people learning in a SR20; They are at around 100hrs, one poor guy hit 130hrs. Im sitting at around 65 right now and a lot of that time was what i considered 'experience' time that wasn't directly related to training. IE Flying in 20+ kt crosswind. I think a lot of that has to do with instruction. Max is different then a lot of people, he lets you fly the plane and only steps in when he needs to. His hands and feet are completely off the controls at all times, unlike some of the other instructors i have flown with who either keep a light touch or their feet on the pedals. It also means you tend to get in trouble more often and feel like you are in over your head, but once you get used to it, it becomes 2nd nature. 

I just got a email this morning. He is doing a Ferry Flight from here to Scottsdale next week and offered to take me with. Since that is my primary long distance destination, its a great opportunity to get some experience flying that route. So I am really excited about that. Still waiting on final approvals but i think the owner will allow me to go.

[Samurai Husky]

quick update; 

FAA checkride is scheduled for 8/9; I was hoping it would be soon because of all the stuff that i have to keep refreshing in my head, but it is what it is.

I guess the DME is crazy booked and my CFI trusts this guy. So i guess i just wait. 

I still have the club check ride on monday, but i am pretty confident. 

oh and no ferry ride  the customer decided to get picked up somewhere else and i wasnt invited. 

Edited July 20, 2016 by Samurai Husky

[Hank]

It's hard to do at this point, but keep studying and practice those maneuvers!

Write up two or three flight plans where you will go to the practice area and do specific checkride maneuvers, and the flights should include them all. Read at night for an hour, and fly once or twice a week, practicing to stay sharp. Don't forget to include the different takeoffs and landings,and judge yourself harshly--if you are even close to the limits for a given maneuver, do it again until you get it right. Then do the next one on the list until you get it right, too.

The goal is too near to slack off now!

[Samurai Husky]

I passed the check ride with my CFI; he actually said my short field touch down was CFI worthy, perfect in everyway.... Though i was on fire that day, even engine out in the pattern i was consistently nailing.

When we got done and was filling out my log book he said:

 'You know, i just failed a check ride student yesterday' 

Me 'yea?'

'Yea, you are a way better pilot then him.... and he had his ppl'

 

[cnoe]

Good job! Like Hank said, stay sharp and you'll do fine on the 9th.

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[Skates97]

Looking forward to your report after the 9th. The end is in sight!

[Guest Mike261]

Sam,

You have changed. Becoming a pilot tends to do that to people.

At some point you become a pilot...only you know when that is, the piece of paper only codifies it.

Funny how you are flying a cirrus but hang around here.

If you move on and end up in brand C, i for one will miss your unbridled enthusiasm.

You will fare well, although initially stubborn (a good quality in my opinion), you are "coachable".

My bet says you will take the ride when you know you are ready.

My bet is 8/9

mike

 

 

[gsengle]

Best of luck, and then let us help you Mooney shop!

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[Samurai Husky]

im 33/33/33 right now when it comes to planes; Same basic view i have had for the past 3 months

I have a few inquiries out on some SR22's but i'm not chasing. 

The Ovation2 i wanted sold recently  It has a brother, but no GFC700, just the normal STEC55X and i think when i brought that up here, there was a problem with WAAS and  for what they are asking for the plane i really don't know if I want to go down that road. 

The last one is the stripped 'J' i posted earlier. I put in a offer on it and the guy stopped emailing me, which i guess means that it wasnt a really good offer. So I am a little hesitant to go back and make another offer. 

Recently i question on whether or not I am a good enough pilot to fly a Mooney, so that makes me a little hesitant to do anything. Then i see the maintenance/running costs on the Cirrus and come right back here

I also hang around here because people are so nice. Sure i could have just cut and run a few months ago, but after so many people took interest in my development, I thought it would be rude to just disappear, kinda like a movie with no ending. So with that in mind, i will at least stick around until I can post a picture with me and me license. After that its really up to the plane gods. 

 

[gsengle]

If you'd consider a J you should totally look at early Ovations. Take a ride and you'll be sold.

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[Skates97]

  On 7/21/2016 at 4:01 AM, Samurai Husky said:

I also hang around here because people are so nice. Sure i could have just cut and run a few months ago, but after so many people took interest in my development, I thought it would be rude to just disappear, kinda like a movie with no ending. So with that in mind, i will at least stick around until I can post a picture with me and me license. After that its really up to the plane gods. 

 

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Sam,

I have to second you on that. I am about as close to 100% on eventually getting a Mooney as I can be. My friend took me up in his once and I was hooked, it's an old 1961 M20B that doesn't have all the upgrades and the interior isn't beautiful, but man it flies sooo nice. 

But, I hang around here because I like everyone on the forum. Over the years I have spent time on a lot of different kinds of forums, even run a couple myself. This is one forum I haven't run into the normal trolls you find elsewhere, and I really enjoy the camaraderie here. Hopefully in the not too distant future I'll be calling myself a Mooney owner. Even if I'm not, I'll probably still hang around until I get kicked out...

[Yetti]

Think that crazy cajun in the Allen Samulas football movie. "You Caaan DOOO IT"

[rbridges]

  On 7/21/2016 at 4:01 AM, Samurai Husky said:

 

I also hang around here because people are so nice. Sure i could have just cut and run a few months ago, but after so many people took interest in my development, I thought it would be rude to just disappear, kinda like a movie with no ending. So with that in mind, i will at least stick around until I can post a picture with me and me license. After that its really up to the plane gods. 

 

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People are definitely more supportive on this forum.  Criticism generally tends to be constructive and helpful.  I hang out on POA, and I can definitely tell a difference in the atmosphere between the two.

[gsengle]

I'm shocked at some of the behavior. I expect fellow pilots to be professional and respectful to each other and they consistently let you down on poa. Guess that tells you the Mooney community (for the most part) is pretty great.

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[Danb]

  On 7/21/2016 at 4:01 AM, Samurai Husky said:

im 33/33/33 right now when it comes to planes; Same basic view i have had for the past 3 months

I have a few inquiries out on some SR22's but i'm not chasing. 

The Ovation2 i wanted sold recently  It has a brother, but no GFC700, just the normal STEC55X and i think when i brought that up here, there was a problem with WAAS and  for what they are asking for the plane i really don't know if I want to go down that road. 

The last one is the stripped 'J' i posted earlier. I put in a offer on it and the guy stopped emailing me, which i guess means that it wasnt a really good offer. So I am a little hesitant to go back and make another offer. 

Recently i question on whether or not I am a good enough pilot to fly a Mooney, so that makes me a little hesitant to do anything. Then i see the maintenance/running costs on the Cirrus and come right back here

I also hang around here because people are so nice. Sure i could have just cut and run a few months ago, but after so many people took interest in my development, I thought it would be rude to just disappear, kinda like a movie with no ending. So with that in mind, i will at least stick around until I can post a picture with me and me license. After that its really up to the plane gods. 

 

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Sam remember a lot of us got our Mooneys just after completeing our PPL, you'll be fine your already used to the speed you won't have any difficulty falling behind the plane, go for that Mooney.