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Date: 05/22/99 Newsletter No. 09
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Concept: This newsletter is about presenting information on a
wide range of aviation subjects of interest to pilots and/or
aircraft owners. The author has been a pilot for thirty years
with a wide range of flying experience. The author has also
sold General Aviation aircraft for over twenty three years.
Roger W. Carpenter 1901157 ATP, CFI/II (not current),AGI,IGI.
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Published Twice Monthly.
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Feature Article:
Transition From Light Singles to Heavy Singles (High Performance
Single) and Light Twins.
I receive many requests for information from lower time pilots
about getting into larger single engines and twins. This is a
very complex subject but I would like to make some general
observations in the article. It is NOT my intention to instruct
anyone on how to fly a twin or a heavy single but only to point
out some areas of differences that I feel the lesser experienced
pilot should consider.
Just so we are talking apples and apples.
What is the difference between a light single and a high
performance single? Size and engine power and MONEY. The
difference between a twin and a single is obvious to most pilots.
Light singles will have a gross weight usually from the low teens
to mid twenties in hundred of pounds. Most people will learn to
fly in a Cessna 152 type aircraft (approximate gross of 1600
lbs)to a Cessna 172 type (gross of about 2250 lbs). Cherokee 150
& 160 models fall into this range. Heavy singles usually start in
the 2600 lbs. range and go up to about 4300 lbs. The Cessna 182
series and Piper Cherokee 235s fall into this lower range of the
heavy singles. Cessna P210s and Piper Mirages on the high end.
Light twins usually start in the mid forties and go up to the mid
seventies or even 8000 lbs gross weight. Light singles will
usually range from a two seater to seven seats in heavy singles
and light twins.
Most light singles range in power from 65 HP to the 180 HP range
and will usually have a fixed pitch prop. The high performance
singles and light twins will go from 180 HP to as high as 400 HP
(Piper Comanche 400) and will have a variable pitch propeller. Of
course, there are exceptions because there are literally hundreds of
model variations. I'm only speaking in general terms. Also, many
high performance singles and most all twins are retractables. (Yes,
there are fixed gear twins. The Cessna 336 for example and the
Partenavia P68 models etc.)
What is best category of aircraft to learn to fly in? In my mind, the
light single. A person could just as easily learn to fly in a Piper
Mirage if money was no object. (Learning in a twin would be a
different kettle of fish although I personally know someone that got
his private license in a Cessna 310). However, in my opinion, the
person learning in a heavy single or twin would be short changed
and would not become as good a pilot as a person starting out in a
Cessna 150 or even a Piper Cub. Why? Basically, you must FLY a
light single while you primarily MANAGE SYSTEMS in a Boeing
747. To people in the aircraft rental business, the most dangerous
thing in the world is a 747 captain coming in to rent a Cessna 150.
Checking them out can be a real treat. Ask yourself if it would be
easier to cross the Atlantic in a rowboat or in the Queen Mary.
Landing a big Cessna 210 in a stiff crosswind is substantially easier
than in a J-3 Cub. Light singles force a student to learn about
FLYING a plane as opposed to monitoring a bunch of instruments.
So what are some of the differences you will face?
Ground handling. A Piper Mirage (single)has a 43 foot wingspan. A
Cessna 414A has 44 feet as opposed to only a 30 foot span on a
Cherokee 140. You don't want to know how much it costs to repair
a bonded wing tip when you hit the hangar or another parked aircraft.
Also, ever try and push a 7600 lb Cessna 421C back into a hangar or
parking spot by hand? Hernia city.
When you move to a high performance single or a twin, things are
more complicated. The good habit of using a check list you should
have developed from day one in a Cessna 152 will pay off big time
in a Piper Navajo. It is bad business to wing it during the
pre-flight and runup. What are some of the things that are different
from say from a Cessna 172 and a Cessna 310, for example? In this
light twin, you have up to six fuel tanks, fuel boost pumps, fuel flow
gauges, fuel injected engines, retractable gear with emergency gear
down system, six seats, much more sensitive weight and balance
computations, probably partial or full deice system, high dollar
autopilot system, quite often radar or stormscope, many more gauges
and that's just for openers. Although the 310 is just a light twin, there
is a lot more that can go wrong (Murphy's law) and therefore, a lot
more to pay attention to.
Speed. Things just happen a lot faster in high performance singles and
light twins. Adding full power in a 100 HP Cessna 150 is one thing.
Pouring to the coals to 750 ponies in a Cessna 421 is quite another.
Turning into a localizer at 100 knots is quite different that at 200 knots.
That needle can move like it's being chased at the higher speeds. If you
hit the lotto and buy your own Cessna Citation jet, it gets even better.
The biggest criticism you hear from check pilots about new high
performance pilots, "They're behind the aircraft". However, the skills
you should have learned in your light single training days still apply in
the larger aircraft. Good piloting HABITS and the ability to
ANTICIPATE will serve you well in any certified Normal category
General Aviation aircraft.
Tip: When flying high performance singles and light twins out of
smaller fields, 3000' and under runways, please consider the following.
When you first land at a smaller airport, get a good visualization of the
runway in your mind. Also notice any obstacles at at the far end of the
active runway. Two things you're wanting to know. A go-no go point on
the runway and also will you need any extra lift to get over obstacles at
the departure end. ANTICIPATE!! With high performance aircraft,
things just happen too fast to go brain dead on the take off roll. Just
because nothing has ever happened before on all your takeoffs simply
means you're due. Short runways dramatically cut your safety margins.
The go-no go point is a DECISION spot on the take off run usually
defined as a certain distance down the runway. It is determined not so
much by how far you have gone down the runway but by how much
distance you have left. You want enough runway left to STOP while
still on the runway. This spot on the runway is where you can chop the
power and bring the aircraft to a stop without frying the brakes and
squaring the tires. Beyond this spot you are committed to takeoff. Keep
in mind that gross weight can effect this spot. Heavier aircraft take longer
to stop. In addition, some aircraft have notorious weak brakes
(i.e. Cessna 421s without Cleveland brakes).
On takeoff, I personally prefer to hold the brakes while bringing the
engine (s) to full power even though the experts say it doesn't shorten the
takeoff run. Why? I don't want to be using up runway while I deciding that
the manifold pressure, rpms and FUEL FLOWS etc are reacting normally.
At this point the pilot and the aircraft should be as one. You are feeling the
aircraft as if it's part of you. You are sensing that the engines and all other
systems are normal. You are using visuals, sound and even vibration
references to inform you that all is right for takeoff. You are not BSing with
or looking at a great set of legs on the person next to you. Taking off a heavy
single or light twin at gross weight on a high density altitude day on a short
runway is no time to be distracted!
Tip: Develop a mental frame of mind on takeoff that EXPECTS a major problem.
Because of the extremely short period of time you have to react to an emergency
and to do the right thing in the above takeoff situation, EXPECTING a major
problem may be the difference. The complacent pilot is basically brain dead and
he needs a period of time to get mentally into an emergency. Time he does NOT
have. As I have said many times BE PREPARED! A good pilot is the most
surprised person in the world that an emergency didn't happen on EVERY takeoff.
Tip: The takeoff roll is a time for a high speed scan. Keeping the aircraft on the
centerline, watching for your go-no go point and glancing at not just the airspeed
indicator but the FUEL FLOWS. In modern high performance aircraft engines, quite
often the first indication of an engine going south is the fuel flow gauge. When you
reach that PREDETERMINED go-no go point on the runway everything should not
only appear to be right but it should FEEL right. If there any doubt, shut it down and
find out why. Real pilots RESPECT another pilot that taxis back to the hangar and
says "something just ain't right". I don't know what it is, but something is
wrong with
that plane" Now everyone may laugh when the problem turns out to be something
minor or nothing at all, but real pilots will respect you for doing it.
Another of the major differences between flying light singles and heavier aircraft, is
simply the heavier feel of the aircraft. Going from a 172 to a 210 will really make you
appreciate the trim wheel. Electric trim is a God send. However, in the larger aircraft
you feel like you're getting into an airplane and not putting it on. Once you become
a "heavy" pilot, you'll never go back. Speaking of the heavier feel, another
major
difference you'll have to adjust to in larger aircraft is the high rates of sink during
the
approach. Thinking you can just increase back pressure on the wheel to flare might
result in your landing gear coming through the top of the wings. Using POWER rather
than angle of attack to arrest the sink is now necessary. Many high performance twins
(ie. the Aerostar) have a very high wing loading and the knowledgeable use of power is
the only way to fly these aircraft.
Pilot Qualifications. Although one can legally fly just about anything as a new Private
Pilot with a multi engine rating, the question is SHOULD THEY? Granted there are
some "naturals" out there, but generally speaking working your way up the latter
is best
for most of us. Going from a light single to a Piper 235 or Cessna 182 is very easy and
usually enjoyable. Going from a Piper Cherokee 140 to a Piper Malibu is a big jump.
Going from a light single directly to a twin, in my opinion is not recommended. Why?
There is a lot to be said for good old fashion experience. I'm talking about the
experience
of creating and solidifying good flying habits. Without question, the best step after
getting
your Private license is getting your Instrument rating. Once you get the Instrument, use
it!
File IFR just about everywhere you go. Get used to flying in the ATC environment. Get used
to flying in the clouds. Get used to making the different approaches. Get used to not
fearing
the weather, but respecting it. YOU SHOULD BECOME COMFORTABLE FLYING IN
THE REAL WORLD BEFORE YOU TAKE ON THE ADDITIONAL BURDEN OF A
MORE COMPLEX AIRCRAFT. In my opinion, most pilots should think in terms of an
instrument rating, multi and 300+ hours before operating a light twin.
Finally, it goes without saying that the more the complex the aircraft, the more it going
to
cost to buy and maintain. Figure on 2.5 to 3 times the cost of operation in a light twin
over
the heavy single. Just remember, "it takes two things to fly an airplane, cash and
airspeed.
You run out of either and you're going to crash".
Other Information:
For a current listing of General Aviation aircraft for sale by
The R.W. Carpenter Company, go to
<a href="http://aircraft-airplanes.com">Visit Web site </a> or
http://aircraft-airplanes.com depending on browser.
In addition, I often recommend, what I feel to be the best book
ever written about flying an airplane, "Stick and Rudder" by
Wolfgang Langewiesche. I sincerely believe that every pilot
should read this "bible" at least twice. It WILL make you a
better pilot because it discusses flying an airplane from the
WYSIWYG perceptions a pilot receives. If you would like to order
it on-line or any of a million other books from Amazon click on
<http://aircraft-airplanes.com/mainpage.html> Great Discounts.
FREE service to my readers: If you would like a "book" appraisal
on an airplane, fill out the info sheet at my web site. Click on
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