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Author: CoopCoop Date: Apr 7, 2008 15:58
Came across this in the latest edition of Flight Safety, from Dick
Gower. It's a part of the QBE safety promotion inside the back cover:
"....magnetos have a particularly nasty, less well known, mode of
failure. It causes extreme rough running that can startle passengers
(and pilots) to the point of panic.
It usually occurs due to failure...
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Author: SR20GOERSR20GOER Date: Apr 7, 2008 21:12
"Coop" chariotnose.netwheel.au> wrote in message
news:s69lv3h4v447h7g8963tk2sie25b7gol1f@4ax.com...> Came across this in the latest edition of Flight Safety, from Dick
> Gower. It's a part of the QBE safety promotion inside the back cover:
>
> This relates to the discussion we had some time back about whether or
> not to check individual magnetos as part of the trouble check when
> experiencing rough running. Seems like Dick is firmly in the school of
> thinking that says you should do it. No mention of the possibility of
> total engine failure as a result of doing this check. Next time I see
> him I'll ask him about this. He's been around aviation quite a bit
> longer than I have.
>
> Coop
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Author: RTRT Date: Apr 7, 2008 23:55
> On a separate but related topic mate turned the prop on a 6 cyl last Sat
> prior departure as part of pre-flight then later found no mag drop on one
> mag during his run ups so concludes he is very fortunate nothing happened
> earlier as the prop was effectively "live".
Lesson No.1:
Every gun is always loaded and every prop is always live.
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Author: SR20GOERSR20GOER Date: Apr 8, 2008 00:52
>> On a separate but related topic mate turned the prop on a 6 cyl last Sat
>> prior departure as part of pre-flight then later found no mag drop on one
>> mag during his run ups so concludes he is very fortunate nothing happened
>> earlier as the prop was effectively "live".
>
> Lesson No.1:
>
> Every gun is always loaded and every prop is always live.
Agreed.
I'd say less than 50%% do a mag check when at shut down so I have always
espoused your principle - given that the fault can also occur after the shut
down checks by random chance anyway.
As another aside, the dupuytrens contracture of my LH means I had to do the
Tiger prop start swing with my RH from behind as my LH with the hooked ...
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Author: CoopCoop Date: Apr 8, 2008 01:18
On Tue, 8 Apr 2008 14:12:47 +1000, "SR20GOER"
aopa.com.au> wrote:
>
>"Coop" chariotnose.netwheel.au> wrote in message
>news:s69lv3h4v447h7g8963tk2sie25b7gol1f@4ax.com...>> Came across this in the latest edition of Flight Safety, from Dick
>> Gower. It's a part...
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Author: SR20GOERSR20GOER Date: Apr 8, 2008 02:37
"Coop" chariotnose.netwheel.au> wrote in message
news:e0amv3t9c8afe2c58ir8q4f46njrt7oa5i@4ax.com...> On Tue, 8 Apr 2008 14:12:47 +1000, "SR20GOER"
> aopa.com.au> wrote:
>>>
> Interesting comment- about not seeing it in practice. Do you mean now,
> or in the past? IT was certainly part of my training- Step one was
> change tanks (the most likely cause of a faltering engine), next step
> was set up the glide and select a landing place, then get into the
> checks and the maggie check was the first up- trying each magneto
> individually. Of course, all this was scrubbed if there was a conrod
> hanging out the side of the cowling or some other equally obvious
> terminal failure.
>>
> Regards
> Coop
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Author: RTRT Date: Apr 8, 2008 05:21
> What I meant about "not seeing it in practice" is I certainly have done it
> plenty of times in "practicing" but I have never actually had an aircraft
> actually drop a mag in practise.
> Although perhaps I could have brought back a Cherokee 6/260 with a
> possibly dodgy impulse coupling at one time waiting for such a possibility
> all the way home.
If you have an impulse coupling fail it means it'll belt the hell out of you
if you try to hand start (as you're then starting with 23 deg or thereabouts
ignition advance :-)
However once the engine is running you're cool and fruity and neither you
nor the engine should give a rat's rectum whether the impulse coupling is
stuffed or not.
The dinky little counterweights in the impulse coupling ensure it doesn't
work once the engine starts anyway.
Your Cherokee 6/260 would have happily motored along... Loverly a/c :-)
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Date: Apr 8, 2008 06:15
>
> "Coop" chariotnose.netwheel.au> wrote in message
> news:s69lv3h4v447h7g8963tk2sie25b7gol1f@4ax.com...>> Came across this in the latest edition of Flight Safety, from Dick
>> Gower. It's a...
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Author: SR20GOERSR20GOER Date: Apr 8, 2008 13:27
>> What I meant about "not seeing it in practice" is I certainly have done
>> it plenty of times in "practicing" but I have never actually had an
>> aircraft actually drop a mag in practise.
>> Although perhaps I could have brought back a Cherokee 6/260 with a
>> possibly dodgy impulse coupling at one time waiting for such a
>> possibility all the way home.
>
> If you have an impulse coupling fail it means it'll belt the hell out of
> you if you try to hand start (as you're then starting with 23 deg or
> thereabouts ignition advance :-)
> However once the engine is running you're cool and fruity and neither you
> nor the engine should give a rat's rectum whether the impulse coupling is
> stuffed or not.
> The dinky little counterweights in the impulse coupling ensure it doesn't
> work once the engine starts anyway. ...
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Author: RTRT Date: Apr 9, 2008 00:12
"Peter Fanelli" wrote in message
news:Xns9A7A53FBEC306abc@216.77.188.18...>> On a separate but related topic mate turned the prop on a 6 cyl last
>> Sat prior departure as part of pre-flight then later found no mag drop
>> on one mag during his run ups so concludes he is very fortunate
>> nothing happened earlier as the prop was effectively "live".
> Maybe the prop was live, but hopefully the cylinders were devoid of a
> combustable mixture. A good reason for using the mixture to kill the
> engine in the first place and not the mags. That's not to say of course
> that fuel couldn't have found it's way into the cylinders due to worn
> fuel system components.
It's worse than that if it's a fuel injected engine. Even if you stop it
with the mixture control, the subsequent heating/expansion of the fuel in
the injection lines and distributor (formerly kept coolish by fuel flow)
ensures you have fuel at the inlet ports. Which is why you can re-start a
warm (fuel injected) engine with the mixture still in idle cut-off :-)
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