Comments on: Exciting finish to my BFR http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr Everything I used to bore people on newsgroups and mailing lists with, now in one inconvenient place. Sun, 20 Jul 2008 22:43:49 +0000 http://wordpress.org/?v=2.6 By: David Ritterpusch http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-22878 David Ritterpusch Thu, 10 May 2007 18:59:38 +0000 http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-22878 I had similiar experience when throttling back for landing. We had some humidity-contact with "wisps" of clouds. Temp was low 60's. No advance sign of carb ice at any throttle setting except full back. Prop just stopped above numbers on landing.Now I use carb heat inside white arc in pattern and landing when humidity above 50%. DLR Archer 2123K I had similiar experience when throttling back for landing. We had some humidity-contact with “wisps” of clouds. Temp was low 60’s. No advance sign of carb ice at any throttle setting except full back. Prop just stopped above numbers on landing.Now I use carb heat inside white arc in pattern and landing when humidity above 50%. DLR Archer 2123K

]]> By: Rants and Revelations » All the fun of aircraft ownership… http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20611 Rants and Revelations » All the fun of aircraft ownership… Sun, 15 Apr 2007 23:00:51 +0000 http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20611 [...] I wrote a week and a half ago the last time I flew the Lance the engine died on the taxiway and I flooded it and drained the [...] [...] I wrote a week and a half ago the last time I flew the Lance the engine died on the taxiway and I flooded it and drained the [...]

]]> By: Gordon http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20141 Gordon Thu, 05 Apr 2007 12:07:37 +0000 http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20141 My mom was my second pax as a licensed pilot (my Granddad was the first). During the run-ups, I checked the mags. Left mag: OK. Right mag: engine stops. Hmm. Checked guages, etc, while smelling for something burning. Checked the oil to make sure it hadn't just exited the engine. Checked my mom to make sure she wasn't experiencing severe passenger anxiety at the fact that the prop had stopped unexpectedly. (she wasn't). Re-started the engine and went back to OAS where we got a different plane. Fortunately, its run-up was fine and the rest of the flight was uneventful. The ground is definitely the best place to have an engine failure. My mom was my second pax as a licensed pilot (my Granddad was the first). During the run-ups, I checked the mags. Left mag: OK. Right mag: engine stops.

Hmm.

Checked guages, etc, while smelling for something burning. Checked the oil to make sure it hadn’t just exited the engine. Checked my mom to make sure she wasn’t experiencing severe passenger anxiety at the fact that the prop had stopped unexpectedly. (she wasn’t).

Re-started the engine and went back to OAS where we got a different plane.

Fortunately, its run-up was fine and the rest of the flight was uneventful.

The ground is definitely the best place to have an engine failure.

]]> By: Berry http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20110 Berry Wed, 04 Apr 2007 16:31:53 +0000 http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20110 Engine failure *on the ground* is the best time, isn't it. Back when I was still flying my plane (a Beech Musketeer with the weird IO-346) had TWO engine failures. One was a loose part in the injection gizmo on takeoff, the other a cracked cylinder in flight. Both times a partner was flying, not me, and emergency landings were uneventful. Finding a replacement cylinder for an IO-346 is nearly impossible. We only succeeded because we found the original owner of the plane who had bought a whole set when Continental end-of-lifed the engine. Engine failure *on the ground* is the best time, isn’t it. Back when I was still flying my plane (a Beech Musketeer with the weird IO-346) had TWO engine failures. One was a loose part in the injection gizmo on takeoff, the other a cracked cylinder in flight. Both times a partner was flying, not me, and emergency landings were uneventful. Finding a replacement cylinder for an IO-346 is nearly impossible. We only succeeded because we found the original owner of the plane who had bought a whole set when Continental end-of-lifed the engine.

]]> By: Frank Ch. Eigler http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20109 Frank Ch. Eigler Wed, 04 Apr 2007 16:29:02 +0000 http://blog.xcski.com/2007/04/04/exciting-finish-to-my-bfr#comment-20109 > On the way, I think I got it stabilized at “23 squared” (23 inches manifold pressure, 2300 rpm), but I started to lose altitude and looked down to see I was at 17 inches m.p. Unless someone was messing with your throttle knob, or the friction lock was acting up, this is a weird sign. Did you monitor it from there? > ... induction icing ... Yes, it can certainly happen, but did you guys bum around in sub-freezing moisture? How was the indicated fuel flow during all this? > On the way, I think I got it stabilized at “23 squared” (23 inches manifold pressure, 2300 rpm), but I started to lose altitude and looked down to see I was at 17 inches m.p.

Unless someone was messing with your throttle knob, or the friction lock was acting up, this is a weird sign. Did you monitor it from there?

> … induction icing …

Yes, it can certainly happen, but did you guys bum around in sub-freezing moisture?

How was the indicated fuel flow during all this?

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