OWT compilation

Bubba actually weighs what he says he weighs.


PIO is caused by anything other than the pilot.
 
Graueradler said:
Tell me more please. My impression is that with some engines in some installations, it is very real. Seems like a couple of local C-340 owners paid for a lot of cracked cylinders. Maybe we were wrong in attributing it to shock cooling.
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Talk to any DZ or glider tow pilot, go from 13k to seal level with a 2500+ FPM decent, 15 times a day, year round, and than tell me about shock cooling.
 
Let'sgoflying! said:
AOPA recently did an On the Step Test, their conclusion? "Bravo Sierra"
http://www.aopa.org/AOPA-Live?utm_s...ontent&utm_content=L2&utm_campaign=160429ALTW
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I had never heart of "The Step" until this thread, but I have to admit that this is something I do, and for the simple reason that it can take a very long time for my Cardinal to come up to cruise speed if I simply level off at altitude. So I typically go 50-100 feet high and come down to cruise altitude to speed up the process a little. I never thought the final cruise speed attained that way would be any faster. Assuming one did not get stuck on the backside of the power curve, it just flies in the face of basic physics to think it would be. So I have to agree with the Bravo Sierra assessment. (But it's fun to see someone do the "Mythbusters" shtick, and I enjoyed watching the AOPA video on this.)
 
Graueradler said:
Tell me more please. My impression is that with some engines in some installations, it is very real. Seems like a couple of local C-340 owners paid for a lot of cracked cylinders. Maybe we were wrong in attributing it to shock cooling.
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John Deakin has said that preventing the cylinders from getting too hot in the first place is what matters. However, this article might also be worth a read:

http://www.peter2000.co.uk/aviation/misc/shock-cooling.gif
 
Graueradler said:
Tell me more please. My impression is that with some engines in some installations, it is very real. Seems like a couple of local C-340 owners paid for a lot of cracked cylinders. Maybe we were wrong in attributing it to shock cooling.
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Probably running the engines at too high power. One of our customers had a PA31P that another guy bought into. Then they started replacing jugs. I flew with the guy and he was leaving the MP at 43in and pulling back on the props. When he quit doing that the problem went away. Yes, he cracked a few jugs.
 
FastEddieB said:
That is why it's usually advised to maintain climb power as the plane accelerates to cruise speed, and only then to power back. Power back too soon and it's possible to never get on "the step" and fly for hours at a slower speed than the plane is capable of. I think that's also where the procedure of climbing a little above one's desired altitude and the accelerating in the descent to altitude came from, though in practice that should never be necessary.
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Maintaining climb power until cruise speed is reached is to minimize the fooling with trim that happens if you reduce power as you level off. Power-Attitude-Trim, in that order. Level the airplane so the climb stops, let the speed build quickly to target cruise speed, set the power to maintain that speed, then trim the pressure off the stick. The airplane will stay at that altitude.

If you reduce the power as you level off and trim right away, the speed will build slowly and th airplane will start climbing and you'll be messing with trim, wandering up and down through your altitude. Ran into it all the time as an instructor. Bad habit.

https://www.tc.gc.ca/eng/civilaviation/publications/tp975-partii-ex7-5326.htm
 
Don't let someone that may have a concussion sleep.

Rub snow on frostbite.

Put butter on a burn.

Don't let a cat get near a baby or it will suck the breath out of it.

Don't raise your hands above your head if you are pregnant or you will strangle the baby. (Women only)
 
The true classics:

Shock cooling (what happens when you turn your motor off? Talk about fast cooling...)
Running LOP ruins engines
ROP is the only way to run an engine so it will make it to TBO
Running over square
Must rebuild/replace the motor at TBO
Must tap brakes before you retract the gear
Run your engine as cool as you can, and don't worry about the oil temperature.
 
Don't think many of us GA pilots need to worry about that.

On the other hand, one of the trainers where I used to be based had a grease spot on one tire that was clearly visible from the ramp on departure. That tire was no longer spinning by treetop level. So I no longer worry a whole lot about hitting the brakes before I raise the gear.
 

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Fearless Tower said:
On an aircraft like the B-25, the brakes are so strong and the tires so heavy that if you touch the brakes in the air, you can shear the stems off the tubes.
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Was just reading last night that apparently with the truck up on jack stands, this is a great way to break stuck drums free... Run her in gear without the tires on, and hammer the brakes. Leave one lug nut on loosely so the drum doesn't roll away at high speed. Haha.

And here I've always just beat on them with a mallet and on really naughty ones, heated them with a propane torch. Hahaha.

Reading this last night, I'm imagining some doofus doing this and knocking his truck off the jack stands with no tires on it...
 
Fearless Tower said:
On an aircraft like the B-25, the brakes are so strong and the tires so heavy that if you touch the brakes in the air, you can shear the stems off the tubes.
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Yep. It was certainly a no-no on the B-25 I was co-pilot on. I was also told, it could cause the multi-disc brakes to lock up, which would ruin one's day on landing.
 
5 grand for a new tire on a B-25.:(
 
And it is easy to lock one up if you get on the brakes hard on roll-out. The multiple disk brakes work well...most of the time.
 
Palmpilot said:
C-172RG and C-177RG are the two that I know of.
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Factory POHs are notoriously poorly written. That is why when you go to Flight Safety or Simuflight for a type rating, they use their own, in house, written POH.........I have stacks of them. And, insurance companies don't typically insure a turboprop/jet without the pilots going to initial and recurrent.

So if you dogmatically reach for your Cessna POH, don't be surprised to see errors and OWTs.
 
kgruber said:
Factory POHs are notoriously poorly written. That is why when you go to Flight Safety or Simuflight for a type rating, they use their own, in house, written POH.........I have stacks of them. And, insurance companies don't typically insure a turboprop/jet without the pilots going to initial and recurrent.

So if you dogmatically reach for your Cessna POH, don't be surprised to see errors and OWTs.
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I don't reach for Cessna POHs out of dogma; I do it because that's what's in the rental plane I happen to be flying that day.

I'm well aware that the advice in POHs is sometimes not the best procedure, but if I'm going to deviate from it, I feel that I need a reason to do so.
 
Atitppa doesn't help situational awareness.
 
Atitppa helps situational awareness.
 
Palmpilot has thousands of hours dealing with this exact thing and can speak from first hand experience.
 
Palmpilot said:
I don't reach for Cessna POHs out of dogma; I do it because that's what's in the rental plane I happen to be flying that day.

I'm well aware that the advice in POHs is sometimes not the best procedure, but if I'm going to deviate from it, I feel that I need a reason to do so.
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Besides, FlightSafety and Simuflite don't have training manuals for 172RGs and 177RGs....

:p
 
Kritchlow said:
Palmpilot has thousands of hours dealing with this exact thing and can speak from first hand experience.
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So if I can find a pilot with more hours than you who disagrees with you, would that make you wrong?
 
James331 said:
Talk to any DZ or glider tow pilot, go from 13k to seal level with a 2500+ FPM decent, 15 times a day, year round, and than tell me about shock cooling.
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Talk to anyone in alaska who has operated piston engines in -40 ambient. It's very real.
 
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