Page 2.25 (8,885)
Engine and Airframe
Technicalities
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Home Page
Contents:
Unfamiliar
Systems;
Differential Pressure
Check;
Manifold Pressure and
More;
A&P Inspection
Authorization; ...AI Authorization;
About the Annual Inspection;
Annual Inspection by Checklist
Phases;
Part 145 Repair Station;
...FAA Approved Interior;
Maintenance Program;
Owner/Mechanic Relations;
Owner Produced
Parts; ...
Common Maintenance-Related Causes of Errors; ...Corrosion;
...Corrosion Control for Aircraft;
...On Owing an Aircraft; ...Basic
Aircraft Ownership; ...IOPPSS is here
Owner
Preventive Maintenance; ...Fabric; ...Jump
Starting;
Unfamiliar
Systems
Interestingly there are at least fourteen distinct systems
that are required knowledge for the pilot. Usually lost in the
morass of the others because it comes into play only twice per
flight is the restraint system. Have you ever considered the
safety harness system consisting of seat belt and shoulder harness
as a distinct system. A system requiring operational specifics
related to FARs, instructional usage, limitations and emergencies.
The first emergency I ever felt and declared was when a thin
student let the seatbelt end hang out the door so it could flap
and snap against the underside of the aircraft.
The FARs require that the pilot brief all passengers about the
use of seat belts and notifies them when the belts are required
and how to release them. This requirement is irrespective of
the prior qualifications of the passenger. Seatbelts briefings
in the FARs are required only for takeoff; notification about
the seatbelts is required for takeoffs, landings and all surface
movement. In a single engine aircraft only one person can preside
as a required crewmember. This required crewmember must keep
his seat belt and shoulder harness fastened while on his duty
station. The shoulder harness is not required where it may interfere
with piloting duties.
Passengers are not required to use seatbelts or shoulder harness
while en route. Only in the FARs would the requirement that passengers
be required to be briefed as to the use of belts and harness,
without any requirement that they be worn. Dumb and dumber.
The vacuum system is one of the most reliable and limited use
systems used on aircraft. Usually, it only serves to operate
the attitude indicator and heading indicator. Early on it consisted
only of a venturi 'horn' on the side of an aircraft to provide
in motion vacuum. Now, replaced by a engine driven vacuum pump
the 'horn' is usually a curiosity.
Instructional aid:
The simplest demonstration of venturi action coming from
accelerated air and lower pressure can be done with two sheets
of paper. Suspend each sheet from one end between the thumb and
forefinger of both hands. Hold the sheets about two inches apart
so that you can blow between the sheets. Blow and observe that
the sheets close together. You have created a venturi and made
it work as such. Put a few drops of gasoline on the back of your
hand and then wave the hand about. Notice the cooling effect.
With these two experiments you have most of the essentials for
carburetor icing. Lacking are only the evaporative powers of
the fuel and the presence of moisture. Try it.
One specific about the pump is that it will run for about 600
hours once it survives the first couple of hours. It is usually
replaced upon failure and not as a precautionary measure. Most
are dry but some are wet (oil) and tend to fail gradually so
that it may be so subtle as to escape notice. When this occurs
in IFR conditions bad things can happen like fatal accidents.
Be able to diagram the pitot-static system, which involves two
separate holes in the exterior of the aircraft. The pitot tube
is a measure of air pressure caused by the aircraft's relative
wind. This tube goes to the airspeed indicator to create indicated
airspeed. The static air hole goes to the altimeter case and
the vertical speed indicator.
The aircraft environmental system is made up of two separate
systems. Cabin heat comes from air that is contained in a muff
welded around the engine exhaust pipes. This is a relatively
simple method of benefiting from excess engine heat. However,
should an internal crack develop in the exhaust pipe inside the
muff, carbon monoxide will become a part of your cabin heat.
Interestingly, even without any leakage of exhaust gases it is
possible for a tightly sealed cockpit to trigger your carbon
monoxide detectors due to the lack of cockpit ventilation. I
recently had such an event with only two people in the cockpit.
It would be wise to ventilate aircraft cockpits at all times.
A part of every aircraft checkout should include the full information
of the heating system and any associated dangers. Cabin vents
are located in several difference places and with varied modes
of operation. Some vents are best not used in rain for obvious
reasons. The restrictions related to opening windows and doors
is a part of this system.
I have rarely entered an unfamiliar aircraft that I have not
experienced some peculiarity of avionics system be it switch,
knob or other operation. Recently sat next to a Cutlass where
the pilot spent at least ten minutes trying to figure out the
radios before shutting down. The presence or absence of a radio
master makes a difference in operational procedures. Radio switches
are the most vulnerable to defective operation. The first item
to suspect when you have a problem is yourself. Check your headset
cables, then any frequency setting, then the audio panel settings
and then the volume. Test your settings with the ATIS. The failure
of the avionics is not life threatening even in IFR Use a standby
handheld or just proceed to nearest airport using NORDO procedures.
The electrical system consists of multiple sub-systems in which
each has a number of switches. The starting system consists of
the battery, a master switch, a starter solenoid, the starter
with attached Bendix spring and the key switch with start, both,
left and right selections. The lighting system consists of interior,
exterior, landing, navigational, strobes, indicator, and warning
lights. All of these sub-systems have their own switches, operational
criteria and useful significance. The pilot is expected to know
the use, operation, significance and applicable FARs for every
light.
The electrical system is usually involved with varied capability
in the aircraft trim, flaps, anti-ice, environmental operation.
Each sub-system is fused or with circuit breakers. The pilot
must know the process required to maintain electrical operations
and how to replace fuses and reset breakers. Just as important
is the pilot's willingness to leave an existing situation for
more qualified personnel.
The landing gear system involves the gear box attachment as well
as the shock system, wheels, bearings, brakes and tires. The
pilot must be sensitive to the operational limits of the gear.
Side loads are damaging. Heaving braking ruins tires and wears
out brakes. Wheels can be broken by hard landings. Improper inflation
is the most common reason for an aircraft being operated in an
'unairworthy' condition. A pilot is expected to know about the
gear and its peculiarities.
While the brakes are part of the landing gear, the operation
of the brake is an independent hydraulic system similar to that
used in automobiles but with smaller and lighter components.
A pilot is expected to know how the hydraulic fluid is different
from other fluids in the aircraft. Being able to check brake
operation and fluid levels is, or can be, part of the preflight.
Brakes are a relatively frequent responsible component of aircraft
accidents. Aircraft braking is best done in light smooth applications
rather than pumping. Heavy braking will over heat the pads and
reduce effectiveness. Turning while braking will put damaging
side loads on the wheels and gear boxes.
The fuel system consists of the tank(s), tank caps, plumbing,
selector and cut-off valves, quantity indicators, pressure system
and distribution method to the cylinders. Fuel octane is a prime
operational requirement determined by the engine manufacturer.
The pilot is expected to be able to compute and predict fuel
consumption for the aircraft in terms of weight, capacity, quantity,
and time. The fuel is metered through a mixture control in conjunction
with a throttle. The throttle functions by changing engine power
much as in an automobile but the effects on the aircraft performance
are often contradictory. The mixture us a fuel weight adjustment
based upon the weight of air available to the engine through
the carburetor. Efficient aircraft operation depends upon the
pilot's knowledge of and use of the fuel system. Excess fuel
can be used as a coolant.
Oil is used as part of the engine lubrication and cooling requirements.
The pilot must make sure to use the correct weight and type of
oil to best protect the engine. Only special oil systems work
inverted. Oil quantities are registered on the dipstick, which
must never be overly tight. Expansion of the oil filler tube
can cause the cap to stick so tightly that the tube will unscrew
instead of the cap. Only finger tight is best.
The aircraft propulsion system includes the engine, its auxiliary
components and the propeller. The type of engine and its definition
in terms of letters and numbers used by the manufacturer are
required pilot knowledge. The propeller is a special system on
its own with its own maintenance ADs independent of the engine
and aircraft. The care and feeding of the engine and its accessories
is required knowledge of the pilot. Knowing the length, pitch,
and any special characteristics of the propeller range in importance
from the nice to know to the need to know.
The flight control system consists of two levels. Primary will
be rudder, ailerons and elevators. Secondary will be flaps and
trim. The pilot is expected to know how each of these affects
flight independently and in conjunction with the other controls.
Some aircraft have specific modifications that are on the wings
or other surfaces. If your aircraft has any modifications, you
are expected to know what they are for and how they accomplish their
intended purpose.
Differential
Pressure Check
The purpose of the differential pressure check of a cylinder
is to determine its relative health. As in medicine, the test
alone proves little, it is the interpretation that determines
if a problem exists. The engine is brought up to operating temperature
before the test begins. The complete picture requires analysis
of the oil filter, oil consumption rates, and oil analysis.
The process begins with removal of the top sparkplug. The piston
is brought to top-dead-center by turning the propeller (magnetos
are off). The regulator is positioned into the sparkplug hole
and compressed air is allowed to enter until it reads 80 pounds.
The propeller is held to prevent any movement.
The mechanic is waiting to see how much of the initial air pressure
can be retained in the combustion chamber. If the pressure stops
dropping at 70 the figure 70/80 is usually written on the cylinder.
If the pressure drops to 60 concerns arise. Where the air escapes
tells if the problem is rings, valves or cylinder wear. This
compression check will unveil a cracked cylinder or head. False
problems can be caused by ring alignment or contamination.
Manifold
Pressure and More
A high MP low RPM setting uses less fuel than a low MP high
RPM setting for the same output power. The energy required to
overcome pumping losses makes the difference. The further open
the throttle the less work the engine has to do moving the pistons
against atmospheric pressure on the intake stroke.
Power in an engine is the product of Manifold pressure, displacement,
and RPM. We can vary Manifold pressure and RPM, but displacement
is fixed. Performance is determined by available power. The air
volume and density used by the engine is determined by RPM and
displacement. The lower the MP the lower the air density in the
intake manifold, and the less air is moved at any given RPM.
RPM has a greater effect on the amount of air than does MP. A
higher RPM for any given power will result in more fuel burned
for that power.
Since POWER is proportional to the product of MP and RPM you
can get the same power at many different combinations of the
two. You can increase MP and decrease RPM and keep the power
the same. The lowest fuel consumption for any given power output
would be at the combination that gives the highest MP and the
lowest RPM. An increase in MP and a lower RPM will increase the
pressure and temperature inside the engine. You will eventually
reach the pressure point where detonation occurs. You will ruin
the engine if it continues this operation.
The POH gives operational figures that preclude detonation. The
figures that have highest MP/lowest RPM give the lowest fuel
burn for the power setting. Higher altitudes will reduce the
available MP. As you climb a higher RPM will be required to reach
or maintain the power percentage desired. At 7500 feet and full
throttle will give you 75% power for a normally aspirated engine.
A&P
Inspection Authorization
--Is A & P who is responsible in assuring of highest
levels of trust, responsibility and values of the A & Ps.
--Inspection Authorization under FARs..
--65.91 Applicant must meet requirements and is actively engaged
in aircraft maintenance (35 hours a week with a work place phone
number)
--65.92. Every March 31 IA must be renewed.
--65.93 Must perform one annual inspection for every 90 days
certified, two major repairs or alterations, a progressive inspection
, taken eight-hour renewal meeting, or oral quiz by FAA inspector
--65.95 AI can perform annual inspections, supervise progressive
inspections. inspect major repairs, inspect major alterations.
notify FSDO of any change in AI location.
AI Authorization
The Federal Aviation Administration, reposing special trust and
confidence in your integrity, diligence, and discretion and finding
that he or she has the necessary knowledge, skill, experience,
and impartial judgment, to merit special public responsibility the FAA, now grants/renews your Inspection Authorization.
History
-- The AMEs were the first designees
--Pilot designees appeared in 1941.
--FAA created in 1958 along with annual inspection requirement.
About
the Annual Inspection
--Get several references for any AI before you get involved.
--Having every annual inspection done at the same place may not
be wise.
--Owner should pre-arrange right to participate and not pay AI
to watch work being done.
--FAR Part 43 lists inspection items required.
--The annual is an inspection only by a mechanic with an inspection
authorization using a checklist.
--Inspection is complete when aircraft logbook entries are completed
by the AI.
--AI's opinion cannot be appealed only complied with.
--AI can be expected to document every decision by means of specification
and documentation.
--All items making aircraft unairworthy are listed as a part
of the inspection logbook entry.
--It is an expensive mistake to stop the inspection to fix a
discrepancy. Complete inspection then repair.
--Any AD's must be complied with and logged properly.
--Owner is responsible for compliance with AD's as to when, where
and how compliance was performed.
--Repair requires a certified mechanic. The AI and the A&P
need not be the same person.
--A&P must make logbook entry certifying aircraft safe for
ferry permit flight
or
--A&P must make logbook entry certifying all of AI's entries
have been complied with and aircraft airworthy.
--Final responsibility of airworthiness lies with owner. Airworthiness
is determined before each flight.
--Aircraft must meet specifications of type certificate in equipment
and tolerances of components.
--AC 43-13 gives approved repair procedures
Annual
Inspection by Checklist Phases
--Paperwork and ADs
--Past records reviewed
--Compliance with all ADs confirmed on plane and in logs
--New and recurrent ADs added to checklist
--Class I appliances (major components) type certificate data
sheet (TCDS), STC and alterations comply.
--Run-up and systems
--Washing and disassembly
--Inspection
--Table of limits and specifications to determine if serviceable
--Preventative maintenance
--Owner can do preventative maintenance if IA inspects work
--Lubrication and adjustments are part of preventative maintenance
--Reassembly
--Owner can disassemble and assemble as long as AI inspects procedure
--Post-annual run-up and systems check
--Logbook entries
--When inspection is complete unairworthy items must be corrected
before airplane is returned to service
--Research inspection items to confirm tolerances specified
--AI must list all discrepancies
--A & P must complete log for every discrepancy satisfied.
PART
145 Repair Stations
--Created in 1939
--Regulations codified in 1962
--5000 repair stations exist
--New 2001 rule is 151 pages long at http://www.faa.gov/avr/arm/proc.htm
Docket # FAA-1999-5836
--Effective date is April6, 2003
--Contains new terminology and definitions
--Requires quality control of work and parts
--Requires stable location
--No change in certification of repairmen or operating specifications
FAA
Approved Interior
--Only FAA certified items and materials can be used on or in
an aircraft.
--Only original or certified at meeting type requirements materials
can be used.
--Any installation must be capable of being inspected and maintained.
--A minor change uses acceptable recorded materials and parts
such as originally used.
--Aircraft materials must be flash resistant and flame resistant
by certified test.
--Approved FAA Repair Stations can perform the Part 23 burn test
and recorded in logbooks.
--Keep all records, invoices and samples of materials and an
additional set separately
--A major change uses material or parts that require creation
of data for acceptance.
--Approved data requires check by rated Designated Engineering
Representative, an STC or field approval.
--Any STC includes instructions for maintenance and Instructions
for Maintaining Continued Airworthiness (IMCA)
--The IMCA are put into the logbooks along with a replacement
parts list.
--Interior installation and maintenance requirements are the
most frequently overlooked airworthiness requirement.
Maintenance
Program
--Immediate
--Leaks
--Wet brake calipers
--Baffles
--Tire pressure
--Get fixed whatever needs fixing
--Post-flight
--Exhaust pipe check
--Magneto check
--Gear and tires
--Pre-annual
--Fuel Selector
--Heater
--Control linkages
--Corrosion
--Occasionally
--Oil change
--Under cowl check
--Lights
--annunciators
--Avionics currency
--Constant
--ADs
--Anticipation of parts needed
--Unusual event in operation
--In aircraft spares, lights, drains,
--IRAN items for mechanic (Inspect and Replace As Necessary)
--Anticipation of failure beats waiting for failures
Owner-Mechanic
Relations
--Be interested
--Be accessible
--Bring money
--Accept advice
--Owner hands-off except for Part 43 list.
--Use only approved materials and parts
--Pay the price for the best.
--Log all work properly
--Proper operation is a preventative maintenance measure.
--Most wear occurs just getting started.
--Cold is hard on aircraft.
--Plan your route for best survival options.
Owner Produced Parts
--Only option for older aircraft.
--Owners are allowed to make parts but they cannot install unless an A&P
--A&P must certify the quality of the part.
--Five limitations:
--Aircraft owners are the only ones allowed to produce new parts.
--Participation in the manufacture is required of the owner in one of five
possible ways.
--Part cannot be installed unless it meets all four of new part
characteristics.
--Determine where a repair becomes a new part may require an FAA FSDO opinion.
--Final decision and responsibility rests with mechanic.
---A & P can make a repair or install but not MAKE a part.
--The 'test of reasonableness' may determine what makes a 'repair'.
--Published and available material specifications exist.
--Part is simple and fabrication uses tools and standard industry procedures.
--Templates for design are available.
--Parts and repair is in accordance with manufacturer's instructions.
Part must have characteristics of an approved part:
--Part must be an FAA approved design:
--Drawings, specifications, design, and configuration are defined.
--Strength is defined by materials, dimensions and processes.
--Given airworthiness limits and instructions to maintain airworthiness.
--Data needed to determine airworthiness of later same type products.
--Part must conform to design
--Has all structure needed for the design
--Conforms by materials and specifications
--Conforms to drawings
--Identical manufacturing, construction, and assembly.
--Part has documented production and FAA approval
--Part must be maintained under FAR Part 43
FAR 21.303(b) 2 lets owner make part to maintain or alter his aircraft
part. The Owner Produced Part must be installed by on the owned aircraft and
cannot be made for sale.
Ways a New Part Can Be Made:
--Parts Manufacturer Approval
--Technical Standard Order
--Type Certificate or Supplemental Type Certificate
--Type Certificate with Approved Production Inspection System
--Production Certificate
--Bilateral Agreement
--Any method acceptable to the Administrator
--Standard Parts
--Owner Produced Parts
--Parts per Supplemental Type Certificate instructions as part of Supplemental
Type Certificate modification
--Fabricated by qualified person as repair to return Type Certificate part to
service but not for sale. Part 43
Common
Maintenance-Related Causes of Errors.
Major Cause--Lack of Communication between people.
1) Complacency
3) Lack of Knowledge
4) Distraction
5) Lack of Teamwork
6) Fatigue
7) Lack of Resources
8) Pressure
9) Lack of Assertiveness
10) Stress
11) Lack of Awareness.
12) Norms
Corrosion
--Destruction of metal by electrochemical reaction is called corrosion
--Water is the electrolyte with metals such as magnesium, steel and aluminum
making either the anode or cathode.
--For more: www.corrosion-doctors.org
--FAA AC 43-4A Corrosion Control for Aircraft
--Aircraft corrosion begins the moment the aircraft is being assembled.
--Corrosion inspection is not (normally) a part of the annual.
--Only waterproofing such as paint or zinc chromate prevents corrosion.
--There is more corrosion inside than outside the airplane.
--Blistering paint is the first obvious sign.
--Black smudged power on trailing edges of rivets and white patches on
aluminum are common signs.
--Usually on access panels, hinges, access doors, window seals and windshields
--battery area, (escaping gasses), door panels, insulation areas, steps,
--Wash with aviation products never automotive.
--Cockpit cover is good investment
--Corrosion inhibiting compounds (CIC) can interrupt the process.
--Barrier-coat finishes
--Zinc Chromate is heavy, hard to remove and effective
Semi-hard coatings:
--lighter, easy to use, penetrate, flexible, self healing, effective
--Fluid-thin coatings
--2/3-year life, penetrant, displaces moisture, transparent, oil that
displaces moisture
--Application can be owner maintenance or $400 professional.
--Logged applications add to value.
On Owning an
Aircraft
--Hangar time counts more against you than the airplane.
--Set realistic (longer) time goals for any major aircraft work.
--What you want is affordable airtime.
--You must determine whether or not to accept your cost for flying.
--FAA maintenance standards are minimum standards.
--Logbooks often reveal more by what is not there than by what is written.
--Don't mess with an aircraft that can become or is too expensive.
--Flying becomes expensive when your wants exceed your needs.
--Time spent not flying is a cost above money.
--You increase the cost when learning is combined with the doing.
--A knowledgeable expert is most often worth the money.
--Good news means that something exists, bad news is the cost.
Basic Aircraft Ownership
---Join a ‘Type Club’ for learning about maintenance, repair,
operations or upgrades.
---Join a ‘Regional Group’ for best local information, sources, forums’
things to do and not to do.
----Learn to do your own oil changes, inspect the interior of the filter and
log what you have done.
---Get oil analysis at every oil change.
---Your maintenance logs are half the value of the aircraft.
---Have mechanics give you self-adhesive labels for any logbook entry for you
to put into the book.
---Owner assisted annuals is the only way to go regardless of what you are
told.
---Get CD/CDROM manuals for your specific aircraft and keep a copy with the
aircraft. adds value
---Fly the plane correctly and regularly
---Ownership is not for the faint of heart or weak of wallet
---Learn to judge a problem as small and flyable vs large and grounded.
IOPPSS IS HERE
Industry Operations Specifications System is a computer maintenance system
that allows maintenance people
to amend and sign OpSpecs for FAA inspector approval over the internet.
OpSpecs are a legal contract
based on special authorizations and limitations of the certification. The
combination of software and electronic
signatures make everything FAA legal for a fee.
Owner Preventive Maintenance
The FAA regulations within 14 CFR Part 43 cover preventive
maintenance,
rebuilding, and alteration. More specifically, Section 43.3(g) states
that the holder of a private pilot certificate may perform preventive
maintenance. There are 32 owner-performed maintenance tasks outlined in
Appendix A of Part 43. The oil change is one of the most common owner-
performed tasks. Consider asking a local mechanic to walk you through
the first oil change and show you anything specific about your airplane.
Also, check with the airport manager to find the best location to set
up shop. You will need to make an entry in the engine logbook. A
recommended sign-off is provided in AOPA's "Pilots' Guide to Preventive
Maintenance" ( http://www.aopa.org/members/files/guides/maintenance.html
).
You should also consult the appropriate service manuals and manufacturer's
service publications before getting your hands dirty. But do not go
beyond the 32 allowed maintenance points, which could result in an FAA
enforcement action and invalidate your insurance.
Fabric
James H. Macklin
ATP,CFI,A&P
The makers of the FABRIC and the FAA have procedures for
inspecting fabric, see AC 43-13-1. Get the catalog from
Aircraft Spruce http://www.aircraftspruce.com/
It has a lot
of good info.
The manufacturers have recommendations for areas to check on fabric covered
airplanes. Sunlight (UV causes most damage) which is why the layer under the
color coat is silver (aluminum powder in clear dope) to block UV, also
chemical and mechanical damage must be checked at each annual. The mechanic
will typically use a punch test to see how many pounds are required to
penetrate the fabric when the dope is removed from the small areas that are
critical. On old fabric or if the fabric is questionable, samples are removed
and sent to a laboratory for full testing. The standard fabric repairs are
made to the areas tested. Fabric such as cotton, Dacron, fiberglass and others
are FAA approved. The different fabrics have different life and require
different types of paint and dope.
Dave Stadt" <dhstadt@ameritech.net>
wrote in message
news:ufAAf.15699$Yu.11372@newssvr27.news.prodigy.net...
"Michael Horowitz" <mhorowit@cox.net>
wrote in message
news:poa5t1trirkkmv09q1q20aj2h6jm2mn4ak@4ax.com...
In discussion elsewhere, folks are suggesting that every 20 years or so the
fabric should come off a fabric/steel airframe in order to inspect areas un-inspectible
with the fabric intact. This suggestion is proposed even if the fabric appears
sound.
|If there are un-inspectable places on an airframe, how did you find an | >
A&P to accept the liability and sign off on an annual? Or are failures in
the un-inspectable places not a big problem? - Mike
How many people take spam cans apart to inspect the areas that are hidden? |
There are hidden places in all aircraft that cannot be seen or inspected. |
For instance spam can wings. Have never heard of anybody pulling the skins |
off a spam can wing for a look see unless it is for accident damage.
It does make sense to open a tube and fabric tail dragger that sits outside |
as moisture tends to run down and rot lower tubing and tubing near the |
tailwheel. Although, you can usually see the rust and corrosion as rough spots
in the fabric where it touches a tube. But, how many planes like that spend
any amount of time on a tiedown and not in a hangar. No need for a hangared
plane to come apart if it is kept clean and dry. Best way to keep everything
dry is to frequently fly the airplane.
Jump Starting
----- Original Message -----From: "Bev Revak" <bvr@centurytel.net>
To: <gwhitt@ix.netcom.com>
Sent: Thursday, February 02, 2006 8:06 PM
Please cover jump starting a Cessna 150.
Bev,
There is a FAR violation possible in any jump starting. So my suggestions must
warn you that A C-150 that will not start using the battery, if the FAA
chooses, would be considered unairworthy. Don't let anyone but an
A&P help you jump start. The LINEBOY is not an A&P. Have the FBO
install another battery. You would be better off to have an experienced
pilot at the controls inside the plane
That said
I found Three applicable Entries on my site
Engine Starting (two times+) on Page 2.3
Hand propping Page 3.13
The very best was Hand propping with a low battery Page 5.98. I had an A&P go through this procedure so that the engine started with the propeller only moving one foot using battery power.
If this doesn't meet your needs, email me
Gene Whitt
Bev responded that the info was requested as part of her expected oral
questions on a checkride.
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