Langley Flying School Private Pilot Groundschool Manual Sample ...

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Private and Recreational Pilot Groundschool Manual Page 40Langley Flying School, Inc.Every flight should be preceded by a check of engine oil levels. 24The first flight of the day should include an examination of the oil filter for security (of the safety/lock wiring) andleaks.Fuel and Fuel SystemsAn ideal fuel is a fuel that when ignited produces a slow, smooth burn with slow, even expansion (not explosion);this quality is a “high octane rating.”The term “detonation“ denotes an undesired condition associated with the rapid instantaneous explosion of fuelwith too low an octane rating; it over stresses engine parts, causes overheating, warps valves, and damages pistons(major bad!).Fuel is rated on its portion of Octane to Heptane, expressed as percentage. Octane denotes any substances in thefuel that have minimum detonation qualities, while Heptane denotes any substances that have maximum detonationqualities.Eg.:73 Octane: 73% Octane, 27% Heptane.Octane ratings go as high as 100, after which they become “Performance Number.”Fuel grades are usually denoted by two numbers (e.g., Grade 80/87 or Grade 100/130). The first number is theoctane rating at lean mixture, and the second is the octane rating at rich mixture.Pilots identify octane by fuel colour—Red: Grade 80/87; Green: Grade 100/130; Blue: Grade 100/130 LL (lowlead); Purple: Grade 115/145. Both MOGAS (automobile fuel) and kerosene (jet fuel) are clear (straw).Rule: If the Pilot Operating Handbook recommended fuel is not available, use a higher Octane.Pilot Mixture ControlLeaning the fuel/air mixture is a normal flight procedure required of thepilot as the aircraft is continually changing altitude that will cause achange in the fuel/balance.Caution during fuel leaning must be exercised, as the improper setting ofthe fuel/air mixture can be disastrous for the health of the engine.Mixture operations are specified by the aircraft and engine manufacturerand these instructions are relayed to the pilot in the Pilot OperatingHandbook of an aircraft.The normal gas/air mixture is 1:15; to obtain the maximum power froman engine (as is required, for example during takeoffs and landings), the best power mixture is used whereby theamount of fuel is increased to a ratio of 1:14; to obtain the maximum economy for an engine (as would be selected,for example, during the cruise phase of flight), the best economy mixture is used which decreases the proportion offuel to a ratio of 1:18.These mixture operations can be undertaken using two methods, the method of choice depending usually on theengine gauges on board a particular aircraft.If the mixture is set using the RPM gauge, the rule is as follows: maximum RPM is the setting for best economymixture, while a mixture set slightly rich of maximum RPM (such that the RPMs drop is perceptible) is best power.The EGT (Exhaust Gas Temperature) gauge provides a more precise means of setting the mixture: lean mixture topeak EGT; then enrich by 25 F (cooler) for best economy mixture or 100 F (cooler) for best power mixture.Here are some rules concerning the setting of the mixture control:Power QuadrantMixtureControlThrottle1. set the mixture to full rich whenever manoeuvring on the ground—this provides additional engine cooling;24 It is a good safety rule that a pilot must always visually check oil and fuel levels prior to every departure.© 2012 David L. Parry
Dewpoint (°C)Private and Recreational Pilot Groundschool Manual Page 41Langley Flying School, Inc.2. set the mixture to full rich whenever climbing, also for cooling;3. set the mixture to best power or best economy whenever levelling at an altitude;4. always give priority to the aircraft or engine manufacturer’s requirements as described in the PilotOperating Handbook, especially during takeoffs and landings.It should be noted that, owing to the extreme risk associated with fuel leaning in flight, Langley Flying School hasestablished very specific rules and procedures for leaning, which specify that the mixture must not be leaned below4,000’ ASL. For more information see Langley Flying School’s Flight Training Handbook.Fuel SystemsThere are two types of fuel systems: Gravity feed —high wing aircraft—and fuel-pump feed —low wing aircraft(mechanical & electric).Always carefully determine fuel quantity before flight; never trust fuel gauges; always dip tanks; and rememberthere must be 30 minutes of fuel in your tank when you land during the day, or 45 minutes when you land at night.In flight with multiple fuel tanks, manage fuel carefully; poor fuel management by the pilot related to multiple fueltanks has been the cause of many accidents.Always study an unfamiliar aircraft’s fuel system prior to takeoff—be sure you know what to do in the event of anemergency and you will not have time to consult the Pilot Operating Handbook when the emergency occurs.Always be especially sure of the vital actions to take in the event of an engine fire; the Pilot Operating Handbookprocedure for dealing with this emergency must be followed with complete accuracy so as to minimize the damageassociated with an engine fire.Special Considerations associated with Fuel 25Draining the fuel sumps before flight to examine fuel for contaminants, especially water (water is heavier than fueland therefore sinks to the bottom of fuel tank where the sumps are located).Checking fuel colour to determine fuel grade.Grounding aircraft during refuelling to prevent static discharge and possible fire; always supervise refuelling.Use of Jerry Cans should be discouraged owing to the inability to control static discharge.Passengers are not permitted in aircraft duringrefuelling.Carburettor IcingCarburettor icing is one of the most frequentcauses of unexpected engine failure duringflight.An encounter with carburettor icing is mostlikely when in moist air conditions and betweentemperatures of -5 and 30C.; a temperature of15C. presents the highest risk, but the RelativeHumidity must be at least 50%.The signs of carburettor icing are the signs of achoked carburettor—slow drop in RPM (fixedpitchpropellers), or slow drop in manifoldpressure (intake manifold on variable-pitchpropellers).-525 See also discussion P. 108 regarding the use of automobile fuel in aircraft.Graph showing that the greatest risk for carburettor icingoccurs at the convergence of dewpoint and temperaturebetween approximately -5°C and 30°C.© 2012 David L. ParrySerious icing withany power settingModerate icing with cruisepower or serious icing withdescent powerSerious icing withdescent powerLight icing0+5+10+20Temperature (°C)+30+30+20+10+50+5+40
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