Leslie Henninger, DPE, on the Multi-engine and ATP checkride
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- čas přidán 1. 12. 2012
- Leslie Henninger, a Designated Pilot Examiner (DPE) with the DuPage (Chicago) Flight Standards District Office (FSDO), discusses the checkride process for the Multiengine and Airline Transport Pilot Practical Tests.
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Thank you for posting this very helpful presentation, and sharing the excellent guidance.
It will be interesting to see how the Practical Test Standards (PTS) for multi-engine ATP certificate changes as the Airman Certification Standards (ACS) is implemented.
ACS FAQ: "The ACS will eventually replace the PTS for all categories and classes. The next phase is to finish the ATP, and instructor ACS (all in the airplane category), and the Aircraft Mechanic ACS by the end of December 2018."
Thanks for posting this video, lots of great information!
Thank you. Good info much appreciation
Very helpful video!
this is helpful. thanks for posting.
Great presentation! Not sure I like how she explained how to lean for best performance during high density altitude take off at 13:00. If leaning at 1700 RPM, it might not be the best power when you advance power to full throttle. Also, beware of what she said about having prop lever at full forward. The props only "behave like" fixed pitch props when levers are forward AND the RPM's are between idle speed and maximum speed (red line). When RPM's are at red line (max rpm) the blades are coming off the stops and the prop will behave in a constant speed mode (RPM's will not exceed red line as airplane accelerates).
I'm pretty sure she said "max" rpm (or using the EGT) for leaning at high DA airfields. She did say "drop" right before she said "max." Where I live the prop never comes off the flat pitch stop...too high altitude to redline. If you are leaning for a high DA, I doubt you would red line it. I would be leery of any situation where the prop is coming off of the flat pitch stop during a run up.
Capt. Eastwood Thanks! That makes good sense. Guess I'm the one who doesn't fly off of the higher elevation airports enough to be instructing about that subject. I know there's lots of misconceptions out there about what a constant speed prop really does. Thanks for bringing that to attention.
Perhaps there are AC that would red line at high DA airfields--i've never been in one though. It all depends on the blade angle at the flat pitch stop and the hp the engine produces. Where I am is not even that high--only 3600.' In my opinion, the mid-elevation fields are the most dangerous--since people don't expect DA issues. She really tries to drive this home with her 2000' 30C day. Love the discussion...
Capt. Eastwood Very well said! I agree, she does a great job! I didn't realize that our planes won't redline static at mid elevation airfields.
Apparently, McCauley prop governors should never red line static--even at sea level. I took this from their site: "As a general rule, engine redline RPM cannot be reached during a full power static run-up. Contrary to popular belief, the governor is not controlling the propeller at this time, the propeller is against its low pitch stop. Attempting to increase propeller static run-up RPM by adjusting the governor high RPM screw will have no effect and will probably result in a propeller overspeed during the take-off roll." (www.mccauley.textron.com/pga_governors.html)
What is it that she does with the fuel selector at 1:18:00?? I didn't quite understand.
She turns off the fuel to fail an engine. As the applicant is troubleshooting she turns the fuel back on again and the engine restarts but the applicant does not realize it has restarted because the throttle is idle.
Pushing the lever full forward does not make the prop perform like a "welded" or fixed pitch propeller. It simply sets the governor to maximum rpm.
Saying, "I smell smoke" or "Oh my gosh, is that a rat in the back seat?" Is all just silly CFI or person with very high authority, cutesy bs.