Operation of Systems

• Ailerons — roll about the longitudinal axis; an up aileron decreases that wing's camber and lift (wing drops), a down aileron increases camber and lift (wing rises)
• Stabilator — pitch about the lateral axis
• Rudder — yaw about the vertical axis

The nose yaws opposite the intended turn: the down-going aileron makes more lift and more drag, pulling the nose toward the raised wing. Rudder counters it to stay coordinated.

• Differential ailerons — the up aileron deflects more than the down aileron, balancing the drag
• Frise-type ailerons — the leading edge of the up aileron projects into the airflow on the descending wing, adding offsetting drag
• Coupled linkages — some designs tie the ailerons to the rudder, or use flaperons

Stabilator: a one-piece all-moving horizontal tail; generally reduces drag and weight and increases authority, and uses an anti-servo tab to add control feel and act as trim.

Conventional elevator: hinges off a fixed horizontal stabilizer; a T-tail places it above the wing downwash but is more prone to a deep stall.

• Control stops — limit travel
• Elevator down-springs — help lower the nose to prevent an aft-CG stall
• Stick pushers (mostly transport jets) — push the stick forward to avoid a critical AoA

Flaps are trailing-edge high-lift devices that increase lift and drag, allowing shorter takeoff/landing, steeper approaches, and slower speeds. Four types:

• Plain
• Split
• Slotted
• Fowler — slides aft to add wing area

The Warrior uses manual Johnson-bar flaps with detents at 10°, 25°, 40°; the retracted right flap doubles as a step.

What it does: relieves control pressure so I don't hold force. The Warrior's anti-servo tab on the stabilator moves with the control to add feel and serve as trim.

How to use it: set attitude, power, and configuration first, then trim off the pressure, and re-trim for every change.

Lycoming O-320-E3D: 150 HP at 2,700 RPM, horizontally opposed, 4-cylinder, air-cooled, carbureted, normally aspirated, direct-drive (AFM §2). A horizontally opposed layout keeps frontal area and drag low with a good power-to-weight ratio.

Ambient air enters the intake — no turbocharger or supercharger — so power decreases as density altitude increases.

1. Intake — piston down, mixture in
2. Compression — valves closed, piston up
3. Power — spark ignites, piston driven down, turning the crankshaft
4. Exhaust — valve open, piston up, gases out

Components: two magnetos, two spark plugs per cylinder, leads, and an ignition switch. The dual system improves combustion and provides redundancy.

Key point: once running, the magnetos are self-sustaining and independent of the electrical system — the engine runs with the master OFF, which is why the prop is always treated as hot.

Losing one magneto gives a slight RPM drop, not a stoppage.

Brings in air, mixes it with fuel, and delivers the fuel/air mixture to the cylinders. Air enters through a filter; an alternate air source is used if the filter clogs. The Warrior is carbureted (float-type carburetor).

Why: fuel vaporization and the venturi pressure drop cool the carburetor 60–70°F, which can condense and freeze water vapor.

When: typically ~20°F to 70°F with humidity above 80%, but can occur up to ~100°F and at lower humidity — especially at low/glide power.

First sign (fixed-pitch): an RPM drop, then roughness.

Fix: carb heat preheats the air to clear it (and can cost up to ~15% power); expect an initial further RPM drop, then a rise as ice clears (PHAK ch 7; AC 20-113).

Sets the fuel-to-air ratio. I lean as I climb because air density drops while fuel flow would otherwise stay constant, giving an over-rich mixture that fouls plugs and costs power (PHAK ch 7).

Functions: lubricate, cool, seal, clean (carry contaminants to the filter), protect against corrosion, and cushion.

System: the Warrior uses a wet-sump system; capacity 8 quarts; ashless-dispersant oil per Lycoming SI 1014 — heavier weight in summer, lighter in winter (not the Archer's 15W-50).

Two gauges: oil pressure (direct indication of operation) and oil temperature.

High oil temp: a plugged line, low quantity, a blocked cooler, or a bad gauge.

Low oil temp: usually improper cold-weather viscosity.

Primarily ram air directed around the cylinders by baffles, supplemented by an oil cooler. Overheating causes power loss, excessive oil consumption, detonation, and engine damage.

To cool: enrich the mixture, reduce power, and increase airspeed (and open cowl flaps if equipped).

Exhaust gases exit through the manifold; cabin heat is outside air ducted through a shroud around the heated muffler. The exhaust must be crack-free — a cracked muffler can leak carbon monoxide (odorless, colorless) into the cabin, a form of hypemic hypoxia.

Fixed-pitch Sensenich 74DM6, aluminum alloy — 74-inch diameter, 60-inch pitch, measured at 75% of the diameter (AFM §7). A propeller is a rotating airfoil, twisted (higher pitch at the hub, lower at the tip) so each section meets the relative wind at an efficient angle. On a fixed-pitch prop the tachometer is a direct indication of engine/prop RPM and the throttle sets it. (Not the 76" Archer prop.)

• Tanks: two 25-gallon wing tanks = 50 gal total, 48 usable
• Selector: LEFT–RIGHT–OFF (no BOTH)
• Pumps: engine-driven fuel pump plus an electric auxiliary/boost pump (on for takeoff, landing, and tank switches) feeding the float-type carburetor
• Drains: one per tank plus a firewall gascolator (AFM §7)

• 100LL — blue
• 100 — green
• UL94 — unleaded
• Jet A — clear/straw

Mixing avgas with Jet A or using the wrong grade causes detonation, power loss, and engine failure. Mixed grades — and Jet A — turn clear, so treat any clear sample with suspicion.

To check for water, sediment, and proper grade/color before the first flight of the day and after every fueling. Water is heavier than fuel and sinks to the low points, which is where the sumps drain (AFM §8).

Small leading-edge strips near the wing root that force the root to stall first, preserving aileron authority and giving stall warning. The Warrior's tapered wing also promotes root-first stall.

Cleveland single-disc hydraulic brakes on the mains, toe-actuated, with a parking brake (AFM §2).

Fixed tricycle gear — two mains and a nosewheel. Fixed gear is simple and low-maintenance (at the cost of some drag); the tricycle layout gives better forward visibility and ground handling than a tailwheel.

• 12-volt battery, 14-volt system, 60-amp alternator
• Voltage regulator/overvoltage relay, split master (BAT/ALT)
• The ammeter shows alternator load, not battery discharge
• Push-to-reset breakers power radios, lights, fuel pump, and pitot heat (AFM §2)

An engine-driven dry vacuum pump pulls filtered air through the attitude and heading gyros, spinning them at rated RPM; normal vacuum is 4.8–5.2 in Hg. Higher damages the gyros; lower makes them unreliable. The turn coordinator is electric, so it survives a vacuum-pump failure.

The airspeed indicator is the only one using both ports — it reads the difference between ram (pitot) and static pressure. The altimeter (aneroid wafers) and VSI use static only.

• Pitot ram blocked, drain open: ASI reads low / drops toward zero.
• Pitot + drain blocked: ASI acts like an altimeter — reads high in a climb, low in a descent.
• Static blocked: altimeter freezes, VSI reads zero, ASI inaccurate — use the alternate static source.
• Both blocked: all three unreliable.

Attitude indicator, heading indicator, turn coordinator. Two principles: rigidity in space (the gyro holds its plane — attitude and heading) and precession (an applied force is felt 90° around in the direction of spin — turn coordinator). Reset the heading indicator to the compass about every 15 minutes for precession drift.

• Variation — true vs. magnetic north (East is least, West is best)
• Deviation — onboard fields, corrected by the compass card
• Dip — causes the two errors below
• Turning error: UNOS (Undershoot North, Overshoot South)
• Acceleration error: ANDS (Accelerate North, Decelerate South)
• Oscillation in turbulence

Recognize the indication (gauge, sound, smell, control feel), fly the airplane first, run the appropriate checklist, and manage the failure (e.g., switch tanks, apply carb heat, shed electrical load for an alternator failure). Know which instruments you lose with a vacuum, pitot-static, or electrical failure.

• Airspeed indicator — the only instrument plumbed to both sources. Ram ("impact") air from the pitot tube pushes on a diaphragm, while the sealed case around it is filled with static air. The needle displays the difference between the two — dynamic pressure, i.e. airspeed.
• Altimeter — static air fills the instrument case around an aneroid wafer that has standard pressure (29.92 in Hg) sealed inside as a constant reference. Climb, and falling ambient pressure lets the wafer expand and drive the needles. It's a sensitive altimeter because I can calibrate it to the local barometric setting with the Kollsman window.
• VSI — the diaphragm gets static pressure instantly, while the case only catches up through a calibrated leak over roughly 6–9 seconds. That deliberate lag is what gets displayed as rate of climb or descent (PHAK ch 8).

The dangerous one is the trapped-pressure case: a pitot tube blocked at both ends turns the ASI into an altimeter, which can seduce you into pitching up as "airspeed" builds in a climb.

The attitude indicator stays erect because pendulous vanes at the base of the gyro duct the vacuum air through gravity-operated doors, constantly re-centering it. The turn coordinator's gyro is canted about 30° upward so it senses rate of roll as well as rate of turn — a rapid roll shows a steeper initial bank, then it settles to indicate the actual turn rate.

Small precession errors from maneuvering: a quick acceleration or deceleration can show a momentary false climb or descent, and on rollout from a steep turn it may briefly indicate a turn in the opposite direction. They self-correct once the pendulous vanes re-erect the gyro. The heading indicator's version of this is drift — reset it to the magnetic compass about every 15 minutes.

3° per second — a full 360° in 2 minutes, shown by the turn coordinator's index marks. It's a rate, not a specific bank angle (bank required grows with true airspeed). The inclinometer ball underneath shows slip or skid — coordination. Using standard-rate turns during maneuvers keeps them predictable.

Think of north as the compass's home. Sitting at home on a north heading, it doesn't want to leave — it lags the turn, reluctantly catching up (undershoot). Far from home on a south heading, it's eager to get back — it races ahead of the turn (overshoot).

Build it as a ladder — horsepower, maker, induction and cylinders, then the H-A-N-D qualities:

Say it the same way every time and it comes out as one smooth sentence.

Preventive maintenance under 14 CFR Part 43, Appendix A — for example:

• Oil changes and other fluids
• Servicing some batteries
• Cleaning fuel strainers
• Replacing spark plugs
• Servicing landing gear wheel bearings

Anything beyond that list needs an appropriately rated mechanic, and any major alteration or repair requires an FAA Form 337 (an STC would reference it). Worn cylinders matter here too — as cylinders lose compression, the engine loses power.

It's dual-purpose: it lets air in so fuel can flow out of the tank without creating a vacuum, and it lets pressure (and expanding fuel) escape if the tank is over-full or heats up. A blocked vent can starve the engine even with fuel in the tank.

Almost certainly hydraulic fluid, which is dyed red. On this airplane hydraulic fluid serves the brakes, the oleo struts, and the nose-wheel shimmy dampener. (Don't confuse it with old 80-octane avgas, which was also red.) A clear puddle is the suspicious one — could be water or Jet A.