Archer Systems Flashcards
Tell me about the engine.
The Archer III is equipped with a Lycoming, 4-cylinder, O-360 (opposed, 360 cubic inch) engine rated at 180 horsepower at 2700 RPM. The engine is direct drive (crankshaft connected directly to the propeller), horizontally opposed (pistons oppose each other), piston driven, carbureted and normally aspirated (no turbo or supercharging). Engine ignition is provided through the use of engine-driven magnetos, which are independent of the aircraft’s electrical system and each other.
L — Lycoming
H — Horizontally Opposed
A — Air Cooled
N — Normally Aspirated
D — Direct Drive
Tell me about carburetor icing.
Under certain moist atmospheric conditions at temperatures of 20° to 70° F (-5° to 20° C), it is possible for ice to form in the induction system, even in summer weather. This is due to the high air velocity through the carburetor venturi and the absorption of heat from this air by vaporization of the fuel. To avoid this, carburetor heat is provided to replace the heat lost by vaporization. The initial signs of carburetor ice can include engine roughness and a drop in RPM. Carburetor heat should be selected on full if carburetor ice is encountered. Adjust mixture for maximum smoothness.
Note: Partial carburetor heat may be worse than no heat at all, since it may melt part of the ice, which will refreeze in the intake system. Therefore when using carburetor heat, always use full heat and when the ice is removed, return the control to the full cold position.
From the Archer POH, in regards to carburetor heat usage during approach:
“Carburetor heat should not be applied unless there is an indication of carburetor icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle operation with carburetor heat on can cause detonation.”
How much and what kind of oil do we use?
Acceptable range for oil in the Archer III is 6–8 quarts. Never depart with the oil indicating below 6 quarts. We use Exxon Elite 20W50.
Tell me about our landing gear.
The landing gear is a fixed, tricycle type gear, with oleo (air/oil) struts providing shock absorption for all three wheels. The nose wheel contains a shimmy dampener, which damps nose wheel vibrations during ground operations and centers the nose wheel in the air. The nose wheel is linked to the rudder pedals by a steering mechanism which turns the nose up to 20° each side of center.
Tell me about our breaks.
The Archer III is equipped with hydraulically actuated disc brakes on the main landing gear wheels. Braking is accomplished by depressing the tops of the rudder pedals. Both toe brakes and the parking brake have separate braking cylinders, but share a hydraulic reservoir. The brake fluid reservoir is installed on the top left front face of the firewall. To set the parking brake, pull back on the brake lever, depressing the knob attached to the left side of the handle, then release the brake lever. To disengage the parking brake, pull back on the brake lever to disengage the catch mechanism, then allow the handle to swing forward.
Tell me about the flaps.
The Archer III is equipped with a manual flap system. The flaps are extended with a lever located between the two pilot seats. Flap settings are 0°, 10°, 25°, and 40°, and are spring-loaded to return to the 0 ° position.
Tell me about the pitot static system.
Pitot and static pressure are both received from a pitot head installed on the bottom of the left wing. An alternate static source is located inside the cabin under the left side of the instrument panel, for use in the event of static port blockage. When using the alternate static source, the storm window and cabin vents must be closed and the cabin heater and defroster must be on. This will reduce the pressure differential between the cockpit and the atmosphere, reducing pitot-static error. The pitot-static instruments are the airspeed indicator, altimeter, and vertical speed indicator.
Both the pitot and static lines can be drained through separate drain valves located on the left lower side of the fuselage interior.
Tell me about the fuel system.
The Archer III, which uses 100 low lead avgas (blue), is equipped with two 25 gallon fuel tanks. One gallon is unusable in each tank. There is one engine-driven and one electrically-driven fuel pump. The electric fuel pump is used for all takeoffs and landings, and when switching tanks.
The aircraft is equipped with a three-position fuel selector control. The positions are “L”, “R”, and “OFF”. The correct procedure for switching tanks in cruise flight is:
- Electric fuel pump on
- Fuel selector from “L” to “R” or from “R” to “L”
- Check fuel pressure
- Electric fuel pump off
- Check fuel pressure
An electric engine priming system is provided to facilitate starting. The primer switch is located in the far left side of the overhead switch panel.
Fuel Management
Throughout operation, checklists will call for “Fuel Selector…Proper Tank.” It is important to monitor fuel burn to maintain a balanced fuel load. The Archer POH does not provide a limitation on fuel imbalance. It is ATP’s policy that the fuel selector should not be changed during critical phases of flight, to include takeoff and operations below pattern altitude, unless called for on an emergency checklist.
During cruise flight and maneuvers, fuel load should be monitored and the fuel selector should be selected to the fullest tank only when a noticeable difference in fuel load occurs. 30 minutes of operation should result in a fuel load difference of several gallons, and is a good guideline for fuel selector changes.
During Pattern Work operations, the fuel selector should only be changed while on the ground during a Full Stop/Taxi Back procedure. It is critical to follow the proper procedure for changing fuel tanks while on the ground, as well as while in flight. Failure to follow the proper fuel selector change procedure can lead to interruption in fuel flow, and engine failure, during a critical phase of flight.
Tell me about the electrical system.
The Archer III is equipped with a 28-volt DC electrical system and a 24-volt battery. Electrical power is supplied by a 70-amp, engine-driven alternator. A voltage regulator maintains a constant 28-volt output from the alternator. An overvoltage relay is located on the forward left side of the fuselage behind the instrument panel. Alternator output is displayed on a digital ammeter on the instrument panel.
Alternator Failure
In the case of the “ALTERNATOR INOP” annunciator, follow the “ALT Annunciator Illuminated” checklist. The expanded procedure can be found in the Archer POH Section 3.25:
“Loss of alternator output is detected through zero reading on the ammeter. Before executing the following procedure, ensure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit.
The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the ALT switch to OFF for one second and then to ON. If the trouble was caused by a momentary overvoltage condition (30.5 volts and up) this procedure should return the ammeter to a normal reading.
Note: Low Bus Voltage Annunciator will be illuminated.
If the ammeter continues to indicate “0” output, or if the alternator will not remain reset, turn off the ALT switch, maintain minimum electrical load, and land as soon as practical. Anticipate complete electrical failure. Duration of battery power will be dependent on electrical load and battery condition prior to failure.”
The battery is used as a source of emergency electrical power and for engine starts. High drain items include the lights, vent fan, heater, radios, and PFD/MFD. If an electrical problem arises, always check circuit breakers. If a circuit breaker is popped, reset only one time.
CAUTION: Do not reset popped circuit breakers if smoke can be smelled.
Other electrical components include the standby attitude indicator, the starter, the electric fuel pump, electric engine primer, the stall warning horn, the ammeter, and the annunciator panel.
Tell me about the Garmin G500.
The Archer III is equipped with the Garmin G500 electronic flight deck. The G500 powers on with the battery master switch.
G500 Components
The G500 is comprised of six main components:
- Primary Flight Display (PFD, left) and Multi-Function Display (MFD, right)
- Attitude Heading Reference System (AHRS)
- Air Data Computer (ADC)
- Magnetometer
- Temperature Probe
- Dual Garmin GNS 430 GPS
The PFD (left) shows primary flight information in place of traditional pitot-static and gyroscopic instruments, and also provides an HSI for navigation. ATP procedures call for configuring the MFD (right) to display traffic information service (TIS).
The Attitude Heading Reference System (AHRS) contains tilt sensors, accelerometers, and rate sensors to provide attitude and heading information on the PFD.
The Air Data Computer (ADC) compiles information from the pitot-static system and an outside air temperature sensor to provide pressure altitude, airspeed, vertical speed, and outside air temperature on the PFD.
The magnetometer senses the earth’s magnetic field and sends data to the AHRS for processing to determine magnetic heading.
The temperature probe provides outside air temperature (OAT) data to the ADC. The dual Garmin GNS 430 GPSs provide input to the AHRS and PFD/MFD.
CAUTION: The GNS 430 and G500 units each have their own databases. Navigation, terrain and map information on the G500 Multi-Function Display (MFD) may not be current and is not to be used for navigation. Use the G500 MFD for traffic information.
G500 PFD Functions
G500 equipped Archers do not have a conventional turn coordinator. A slip-skid indicator is located at the top of the attitude indicator. Step on the “brick” instead of the “ball”. Use the reference lines and the magenta line that appears above the heading indicator to identify a standard rate or half-standard rate turn.
Outside air temperature (OAT) displays on PFD under the airspeed tape. There is no OAT probe or analog gauge between the windows.
Ground track can be identified on the heading indicator by a small magenta diamond near the lubber line (only visible when ground track is different than heading).
The digital altitude and airspeed readouts are very sensitive and can cause some pilots to continuously make corrections for insignificant deviations. Do not overcorrect for deviations of a few feet. Crosscheck digital and analog standby instruments to avoid the tendency to overcorrect.
Refer to the complete G500 Pilot’s Guide on Student Resources at ATPFlightSchool.com/students or in the ATP Flight School App Library.
Standby Instruments
An electric standby attitude indicator is powered and charged by the electrical system during normal operations. During an electrical failure, the standby attitude indicator will continue operating from its internal dedicated battery for 60 seconds while a blinking LED prompts you to press the “STBY PWR” button to continue operation until its battery is depleted. Battery life is not specified by the manufacturer.
During normal shutdown, do not press the “STBY PWR” button. That would activate emergency operation and deplete the internal battery. After the shutdown terminate checklist, the standby attitude indicator should be blinking or flagged.
The pitot-static system provides information to the standby altimeter and airspeed indicator.
Tell me about the heater.
Heat for the cabin interior and the defroster system is provided by a heater shroud that routes fresh air past the exhaust manifold and directs it into the cabin. The amount of heat desired can be regulated with the controls located on the far right side of the instrument panel.
Tell me about the stall warning horn.
The Archer III is equipped with an electric stall detector located on the leading edge of the left wing. The stall warning horn emits a continuous sound and is activated between 5 and 10 knots above stall speed.
