Seminole Checkride Question

[Mickey]

I think Tref has hit the nail on the head. Know and understand the systems. Stingray points out how wording can change interpretation. Stingray states that the prop system isn't hydraulic because it uses oil instead of "hydraulic" fluid. This is interesting because the brakes don't use "hydraulic" fluid either, they use "brake" fluid. It's not what you call the fluid, it's what you do with it that matters. Tref has the right idea.

 

[A1FlyBoy]

Speaking of Seminole checkride questions,

Tell me how many fuel pumps are on the aircraft AND the aircraft's anti-ice features.

 

[FSIGRAD]

As far as fuel pumps the answer I would give is 5. 2 engine driven, 2 electrically driven and one for the janitrol heater. I did have a pilot try and tell me once there was 9, including 2 carberators and 2 fuel primers. (how he passed the drug test for his medical I don't know)

As far as anti-ice, the electrically heated pitot mast, carb heat, anti icing design of the fuel tank vents, and the windshield defroster.

Off the top of my head that should be it. I haven't looked at Seminole systems in a few months so I may have missed something.

 

[bobbysamd]

PA-44 Systems

I second FSIGRAD's answer in its entirety. It's the same answer I heard and taught at FSI and at Riddle ten years ago, almost word for word.

I also heard the same malarkey about a carb and a primer being fuel pumps. The more things change, the more they stay the same . . . .

 

[DC9stick]

I have taken a lot of checkrides and never have I heard of a prop being part of or a hydraulic system. Light aircraft generally have 1 or2 hydraulic systems, on the Seminole it would be 2 separate systems, gear and brakes. Both are operated by Mil-H-5606 hyd. fluid (red in color) and is generally what is used in defining hyd. systems, otherwise we get into all those little things that just don't matter.

 

[starchkr]

Ahhhh.....

Ok, so i am not the only one on the board who says the prop is not a hyd. system. I was starting to wonder if i was just dumb or something. Whew, i can rest again...now to catch up on my sleep.

Anyway, i said i was going to look it up in my -44 poh, but i cannot find it, i guess i threw it away so i wouldn't have to pack so much stuff every time i moved.


As far as someone saying that the brakes used brake fluid, well yeah... but that "brake" fluid is hyd. fluid, as DC9 said above.

For the number of pumps, 5 is right.

Anti iceing equip... well i have seen a turbo seminole with an aftermarket TKS system instsalled. I only saw it once, and i have never seen another one like it since, so maybe you can add that to your answer... it might throw them off a little.

 

[bobbysamd]

More Seminole gouge

A couple of more points:

Know the Janitrol heater forwards and backwards. WITHOUT FAIL, know its effect on fuel consumption. Include in your spiel how electricity sparks it off and how it then operates similar to an engine. Know the name of the thingy that ignites the Janitrol. Sorry, been more than eight years and my POH is packed away; otherwise, I'd provide the name of the device. For heaven's sake, don't call it a Janitorial heater.

Know all the fuel vents and know them by number and location.

Be able to locate the squat switch and describe its function.

Know where the drainage vent is on the pitot as opposed to the static air.

On the flight, be aware of sleazy stage check pilots who loosen the gear indicator lamps. Develop a thorough answer on what you would do if you don't have three green on final.

I can't remember if a missing nosegear mirror on the left nacelle is a no-go item; I suspect it is not.

Riddle stage check pilots used to hammer students on MELs; know that subject thoroughly. There was a school of thought that the equipment list in the POH constituted an MEL; I disagree. That was merely an equipment list, NOT an MEL. You apply to the FSDO for an MEL.

Another point about pumps. Read up on how moving the throttles forward operate carburetor pumps. But I wouldn't say that these are pumps in the true sense of the word. Some people move the throttles forward a couple of times to "prime" the engines instead of using the primers.

I believe that a microswitch is connected to the left throttle to activate the gear warning system when the throttle is retarded fully. Once again, I haven't cracked the manual in more than eight years, so maybe someone more current can verify that point.

Finally, although props seem to be a universal gouge as a Seminole hydraulic system, I do believe that DC9stick and Starchkr are correct in their opinions. On the other hand, I just looked in my logbook and found a notation that the prop is a Hartzell prop, full feathering, hydraulically-actuated.

I thought of something else. Someone may ask about the engine designators. Know the difference between an O-360 and an LO-360. Know what the "O" stands for, which is Opposed, of course.

Good luck with your practical.

 

[A Squared]

Hmmm,

The airplane I fly has Hamilton Standard HYDROmatic props. Certainly Hamilton Standard thinks their propellers are hydraulicly actuated, as opposed to electricly actuated like the Curtiss electric props. (installed on the P-38)

From one of my powerplant textbooks:

"The blade angle on the Hamilton Standard propeller is changed by using a combination of hydraulic and centrifugal forces."

From a different powerplant textbook:

"There are only two types of propellers installed on current production airplanes; fixed pitch propellers for the small and simple airplanes, and hydraulically actuated constant speed propellers for complex airplanes."

The Hamilton Standard props that I fly with use hydraulic pressure (engine oil) for speed control, feathering, and reversing. There is a seperate DC powered hydraulic pump (pumping engine oil) for feathering and reversing, as the engine oil pumps do not provide sufficient hydraulic pressure to feather or reverse the props.

I'm not sure how you can say that a prop isn't hydraulic.

regards