Plane went tech at an irritating moment! Have you had it?

[Ultra long hauler]

Okay,

so a technical breakdown is never nice!
It´s kind of like having a flat tire on your car……hardly ever does it fill my heart with joy.

However there are bad & worst moments for your flying beast to go tech on you, and no; I´m not talking about "in the air" or anything dangerous like that; flying-wise!

This thread is about frustrating moments where you specifically did NOT want to have a problem……only to find you had one anyway.

I´ll tell you about mine:
This is a (short) video we made a while back……after the very 1st taxi test:

HC-U0074 Patriot, first time taxiing.MOV - YouTube

No, maybe not the most exciting video on Youtube but for me it was brilliant to finally be under power……the process of importing and kitting her out had taken a long time due to several (boring) reasons--> but all misery was forgotten by then!

Only a few weeks after the above video was made, the EFIS was installed, as well as the spinner, the name and a few other details…….we were ready for the 1st flight!

There I was, with my camera; the mechanic / test pilot was about to jump in after warming her up etc; I´d join him for a 2nd trip if all turned out to be OK that clear and bright morning…….
Right that moment one of the Rotax CDI`s decided to pack in on us……..we didn´t know it at the time--> we just got very low Revs on 1 of the magnets. The fault finding took a good few hours, and it turned out to be a part which you can´t get locally……….and with me leaving to work for a few months shorty after………well, it screwed up my day--> to put it mildly!
Bummer!

Now we´re getting close to "1st flight" again………..could it be??
Would it be?????

What was your most inconvenient / irritating moment??

###Ultra Long Hauler###

[Jan Olieslagers]

If you think there are moments when a plane can go tech without causing any irritation or frustration, then you have everything to learn about private flying.

[foxmoth]

Think my worst one was at Booker - Tony Bianchi was to fly the dH Rapide, then two of us were to fly it in turn, right engine started ok, just could not get the left going, that was many years ago, still not flown one.:{

[AdamFrisch]

All the time. In fact, mine is in the shop again after a rough running mag and for a change of a cylinder. But what gives me some pleasure is hearing from the mechanics that they Corvallises and Cirruses keep breaking down as well even though they're brand new, so it's not just old planes.

[stickandrudderman]

A long time ago when I was around 13 years old:
My father was a Cabin Service Ofiicer on Concorde in it's very early days (late 70s).
Prior to him being on Concorde he was on 747s and occasionally I would go to work with him and we'd spend the weekend in New York.
These trips became a little more difficult when he was on Concorde, obviously, but one day he decided that a good work around was to put me on the 747 flight then take up his position on the Concorde flight. Concorde would depart second but arrive first and so he could meet me at the other end. Simples!
Given the purpose of this thread you can probably guess what happened next.
Yes, the 747 flight went tech and was cancelled (or maybe postponed, I don't remember) and so Dad was in a bit of a fix.
The then chairman of BA, lord King, happened to be on the Concorde flight and happened to ask my dad if everything was OK, to which he replied "No, my son is on the 747 flight which just got canned".
Lord King replies, "Well, put him on the Concorde!"
Now, you can imagine that in 1977 no kid got a free ride on Concorde!
I was excited, the crew were excited, the Captain came and spoke to me and asked if I'd like the jump seat for take-off. there was a tangible buzz that I clearly remember to this day.
And then the Concorde flight went tech too and we went home.:*:*
Some years later when I was an ignorant teenager and had lots of opportunity to fly on Concorde using staff travel concessions, I declined to take the opportunity until it was too late, so I never did get to go on her.
Epilogue:
In 2003 I landed back at Denham after my first X country solo, just a few months after Dad had passed away, and Concorde, on her last journey up to Scotland I believe, flew directly overhead as if to taunt me further!

[thing]

I flew on Concorde in 1988, it was quite an experience, still have the little goody pack that they gave you. The sound barrier thing was a non event, as is Mach2.0 at 50 odd thousand feet (which as it was a passenger jet is as it should have been) but you can definitly see the curvature of the earth, and the thrust reversers on landing leave you in no doubt that they are reversing the thrust.........

[ScotAviation]

stickandrudderman, if you head up to East Fortune airport you can get onboard of that particular aircraft.

[mad_jock]

Not private flying, but I can think of a few times I have been very glad the plane has gone tech. Its saved the day and meant I could go on leave a couple of times.

[airpolice]

One day I get a phone call from OC the club to ask if I will go and collect our rusty steed from a 50 hour service at another airfield. Transport will be by another of our club pilots in a scabby rented PA38 we had the use of.

I am really tickled at being asked to do this, not only as a still fresh licence holder, but the prospect of free flying was too good to miss. The other, more experienced pilot is of course going to get two trips free of charge.

So there we strapped in and ready to go, video camera mounted in the back captures the moment when, after three turns of the prop, the starter motor burns out.

Experienced pilot takes me for our aircraft in his car, I get to fly back.

He was really gutted.

[Crankshaft]

A few years ago, in winter time, after months of non flyable weather, I finally got myself out to the local club. About an hours drive, getting in to the club house, checking notams, weather, the aircraft logbook - all looks fine.
Getting in to hanger, just to notice that something rather important is missing from the aircraft - WINGS were gone!
Not a notice anywhere! Nothing on the club web page, nothing in the logbook, no indication anywhere that something was going on with the aircraft.

Anyway, a month or so later, I had received positive feedback that the wings were now in place after some maintenance. Once again getting out to the field, this time pretty certain that I will have a nice flight. About the same preflight procedures, walking out to the hangar; Yep, wings are in place, but hey wait... This time there's no ENGINE!
At least this time someone had put a big note on the the instrument panel: "Do Not Fly".

That's when I decided to get my own aircraft as soon as I could afford one. Today I have, and have never had any unexpected tech problems.

[Genghis the Engineer]

Too darned often.

G

[maxred]

My aircraft in for annual, so out to club on Thursday, booked a check out on a 172, with instructor.

Out we went, loosened the concrete block tie downs, three of them , been windy up here recently, full walk round check out, this particular plane just in from annual, second flight actually, got in, master on, start - eh no.........battery flat. Sat there in disbelief.

Tried again, battery getting worse. Thats that then!!!!!

Tied it all up again, back to club house for a cup of tea, and back to office.

Another 2 hours of life wasted again:(

[Lasiorhinus]

Jump start it?

[Piper.Classique]

Hand swing it? Not that big an engine and the prop height is about right.

[foxmoth]

I flew on Concorde in 1988, it was quite an experience, still have the little goody pack that they gave you. The sound barrier thing was a non event, as is Mach2.0 at 50 odd thousand feet (which as it was a passenger jet is as it should have been) but you can definitly see the curvature of the earth, and the thrust reversers on landing leave you in no doubt that they are reversing the thrust.........
On one of the early flights for the press the comment was made passing M1.0 to one of the design team "nothing happened!", the reply - " THAT was the hard bit":ok:

[thing]

Yes I was greatly struck by what an amazing piece of engineering it was for it's time, there was absolutely no impression that you were on anything other than a bog standard kite, other than the tucker and pop were high quality. Equivalent military jets of the time would be struggling to fly at that height and speed and the crew would have been trussed up in pressure jerkins and goon suits possibly breathing forced oxygen while you sat in a comfy chair tucking into your canapes, drinking Krug and having urbane conversation with your neighbour. It certainly held to the old maxim that if it looks good then it flies good, it looked like it was doing Mach 2.0 sat on the ground.

[maxred]

Sitting in the middle of an International airport, so jump starting a bit embarressing. Secondly could not get a car to it.

We discussed a hand swing, but thought, given just out of maintenance, might be something else. As it transpired, it was a flat batt, after someone had played about with the comms and avionics, whilst sitting on ground.

The joys of club aeroplanes again.

[ShyTorque]

Far too many times.

One memorable one was the first time I loaded my employer's brand new helicopter up to max. all up weight, filling all the seats with normally non-flying workers who had been awarded a "jolly" to London (for them, not me).

An engine chip warning occurred in transit, so I had to shut down that engine and divert to an international aiport. We landed on the runway with three fire engines following us. I spoke to our maintenance authority, got the engine checked out and finally got on our way again. Same chip light came on again as we coincidentally flew over the airfield where the maintenance organisation was based. I shut the faulty engine down again and diverted to a running landing for the second time in two hours. They checked everything out and signed the aircraft serviceable one more time. The damned chip light came on a third time as I was on short finals to London Heliport. I landed on, shut down, apologised and seven very unimpressed pax went on their merry way, most of them vowing never to fly on that ****in' 'elicopter ever again. :O

[PH-UKU]

http://a4.sphotos.ak.fbcdn.net/photos-ak-ash1/v235/43/65/707866900/n707866900_777660_645.jpg

A few years ago ...... battery broke = 60 mins paddling to get to the shore ....... :ooh:

Oh, how they laughed in that passing PA28 ... and then flew on to eat my share of food at the Strathallan BBQ we were supposed to be visiting !!

[Bravo Mike]

I met a very lovely lady pilot with an interest in aeros. She accepted an invitation for a flight in the Bulldog I use. She traveled the best part of an hour to get to the airfield where the aircraft is based. Just before she arrived, the instructor who had just used it for a trial flight, grounded it as one of the brakes had failed. :ugh:The lovely lady pilot was gracious, but I have not seen her since.

[thing]

I've had a/c go tech at the club but you just jump into another. All of the a/c at our club are nearly 'tech' anyway. Typical flying club I imagine. The worst thing I think is when the weather goes 'tech'. I invited a friend down last summer for a trip, the weather looked awesome all weekend, the met man said 'go', friend drove 200 miles and on the day a bloody great thunderstorm brewed up. Very deflating.

He has since flown with me I might add.

[Maoraigh1]

Last July our Jodel exhaust cracked on a hilltop strip with no hangarage, and thunderstorms before we got it welded and back on. Fortunately the hail missed it.

[mary meagher]

It was a Beechcraft Sundowner, at Corpus Christi airport in Southeast Texas.
I was looking forward to a check ride in a new type. The instructor wasn't exactly new on the job, however, I was his very first civilian pupil, after he had completed 20 years as a flight instructor in the United States Navy!

First we checked that all the paperwork for the Beechcraft was in order. Then we went over the few basics needed for the flight, and that sorted in about 20 minutes, we went out to the plane, strapped in, and turned the key.
Not a lot happened, because the battery was flat. He was most apologetic, arranged for it to be put on a fast charge, we went back into the classroom and spent another hour on even more detailed study of the aircraft handling and our proposed check ride. And after a suitable wait, he said "You may as well go on and get strapped in, I'll be right with you...."

I said "I've changed my mind, I don't want to go!" That surprised him, and he asked why not; when I pointed to the massive cu nimb bearing down on the airfield, he was in complete agreement with my decision. We flew together the next day, with a new battery!

[foxmoth]

Hand swing it? Not that big an engine and the prop height is about right.

ONLY if you are experienced and/or trained in propswinging!

[Piper.Classique]

ONLY if you are experienced and/or trained in propswinging!Well, yes, I really didn't think anyone needed telling that. :=
Supposed to be grown ups and all that.

[ShyTorque]

I would be a little wary of flying an aircraft in those circumstances. If the battery was completely flat before hand swinging the engine, the generator is going to be working at its maximum rate once it's running. The likelihood of another electrical problem is increased and if it occurred before the battery was recharged, a total electrical failure in the air might result.

Another possible issue is battery overheating or gassing, due to the increased charge rate.

Just worth thinking through the worst case possibility.

[Ultra long hauler]

If you think there are moments when a plane can go tech without causing any irritation or frustration, then you have everything to learn about private flying.

I disagree, Jan.
It is never nice, but there were days that I arrived at the club to get lessons that were disrupted by, well; a flat tire once and then a week later a minor nose-gear issue come to mind. I wasn´t irritated or frustrated; I just re-scheduled my class and spent my time otherwise. It´s not always a big deal for me, as I´m close to the club.


Hope you get it sorted out quickly.
Cheers, I will keep you posted within this thread! 1st flight should be a week from now.

But what gives me some pleasure is hearing from the mechanics that they Corvallises and Cirruses keep breaking down as well even though they're brand new, so it's not just old planes.

I remember that other thread of yours. Your twin seems to give you some headaches at times. But yes, it happens to new planes too………...


Oh, how they laughed in that passing PA28 ... and then flew on to eat my share of food at the Strathallan BBQ we were supposed to be visiting !!
Nice pic, and brilliant story! Bet you had a "bone" to pick with them!

The lovely lady pilot was gracious, but I have not seen her since.
Mmm, no money no honey--> no plane, no gain?

All of the a/c at our club are nearly 'tech' anyway. Typical flying club I imagine.


Is it?
I fly from a club where all planes are privately owned--> we do exchange parts at times since they are all Rotax powered. Generally, we can´t complain about "dispatch reliability" though.

###Ultra Long Hauler###

[Ultra long hauler]

Hi,

for those that are interested; just a follow-up on my previous post:

HC-U0074, First flight MXP 150 Patriot / Miranda Schonk - YouTube

Some minor hick-ups only, some brake adjustments, fuel pressure adjustments and perhaps excessive vibration; most probably due to the spinner.
Not bad, for child diseases!

The spinner is off, and tomorrow we´ll do the 2nd flight--> and I´ll be on it this time!!

Would love to hear more stories from your end though!!

Cheers,

###Ultra Long Hauler###

[Pilot DAR]

Use great care with vibrating spinners. Get the vibration out. Assure that the spinner turns true. If it does not, believe it or not, you tie the plane down, tie yourself out of reach of the propeller blades, and mark the spinner tip with the engine idling - short of a full balance of the whole thing, it's the only way I know of. Put masking tap around the tip of the spinner, and hold a pencil so as to "tick" the high side of the spinner as it turns.

Check for cracked spinner back plate, and cracks in the spinner around the blade cutouts and fastener holes. I've seen several spinners depart in flight, including my own, because a crack went undetected, and grew during flight. It happens very quickly!

[Piper.Classique]

I would be a little wary of flying an aircraft in those circumstances. If the battery was completely flat before hand swinging the engine, the generator is going to be working at its maximum rate once it's running. The likelihood of another electrical problem is increased and if it occurred before the battery was recharged, a total electrical failure in the air might result.

Another possible issue is battery overheating or gassing, due to the increased charge rate.

Just worth thinking through the worst case possibility.

well, yes, you are quite right, but it depends on the aircraft fit. If all you have is some tricolour lights and a radio, then outside cas it probably doesn't matter. We flew for three months on handswinging while we waited for the bits to make our generator work, just turned the radio on if it was needed. Battery overheating is good point, but unless the battery is totally knackered is fairly unlikely.

[peterh337]

Having a bunged up spark plug at San Sebastian, where there are absolutely zero facilities. Of course it was one of the lower ones. It did eventually clear. An iridium plug, too. Since then I have carried a complete toolbox, enough to do a 50hr check, on every flight.

A dead starter motor when trying to start up for a flight to Brac, Croatia. It turned out to have been a circuit breaker which had almost certainly just been kicked when I was getting in (easily done).

Unable to start on my JAA IRT :) This problem (on a cold start) is extremely rare. It took a fair bit of extra pump-priming to get it started. It has not done it again. I put it down to me having put in the cowling plugs after the previous flight, when the engine was still too warm, and the contents of the fuel system (after the fuel servo) boiled off. Normally I don't put them in unless the engine can be touched with fingers.

[dont overfil]

Isn't it strange how the most idyllic destinations immediately become a hell hole as soon as you don't have the freedom to leave when you choose?

Two occasions come to mind when there was the potential to be stuck away from base. The first was a day trip to Glenforsa. On return to the AC the Bu@@er wouldn't start. After quite some time and with the help of Peter Price the then owner of the hotel we coaxed it into life.

The other occasion was at Palm Beach on the way back from the Bahamas when the alternator died. Air Orlando offered to fly a replacement aircraft down to us and the pilot would stay with the stricken AC until it was fixed in the morning. However the thought of a night flight in an unfamiliar AC did not appeal. We hired a car and accepted the long drive back to base.

D.O.

[Shaggy Sheep Driver]

Stickandrudderman, just to rub it in I flew on Concorde G-BOAD in 1999 in the jump seat from take off to landing, including M2 at 60,000'!

If you're ever in Manchester, come and see G-BOAC and I'll sit you in the P1 seat! Not quite like flying on her I know, but the next best thing!

[englishal]

Flew to shoreham one cold winters sunday to meet a friend for lunch. Left it a bit late to leave for home and of course when we tried to start the aeroplane, no joy. After a lot of cranking, the battery was starting to wind down, so we started looking into trains and hire cars. Got on the phone to our maintenance place (luckily there was someone there as it was sunday) and they suggested the impusle spring in the newly overhauld mag. After a bit of messing around, turning the prop backwards and listening for the click, tapping with a hammer etc..., it was now under an hour till sunset and more than an hours flight with no runway lights back home. I gave it one final sloooowww crank, and bugger me but it started, so the others jumped in and we "expidited" our departure. Had to giggle, the tower man said "are you going to make it?" (meaning before it was dark) and my buddy replied "hope so" and off we went. Firewalled the throttle, GPS direct straight line all the way home and arrived in the twilight gloom.

[hingey]

Went to pick up a colleague from Old Sarum and take her to a meeting at Headcorn last summer, save her about 8 hours driving. Drew a few gazes as it was a recently polished, smart looking machine. Colleague excited, I engaged the starter to the distinctive sound of an engine not firing. No problem, it's always a pig to hot start. Gave it a couple more try’s, no joy, and the motor really starting to slow down now. So a nice man with a van came over, we plugged our jump leads into the external power socket (I was well prepared for this eventuality) and hooked up to his battery.

Now we had a crowd of people helping/ laughing and my colleague anxious to get going. Now it spins over nice and quick but still doesn't fire. In my frustration I keep trying until *crunch*. Hmm, doesn't sound right. I try the starter again. Prop stays still, this time accompanied by a grinding noise.

One of the most embarrassing moments of my flying career. My colleague didn't make her meeting, aircraft was stuck 100 miles from home for 3 days and there were bits of ring gear scattered over the grass. Now everyone recognises us when we go there!

h

[stickandrudderman]

Shaggy,
I sat in her loads of times on the ground back in the day, but if I'm ever up that way I'll be sure to take you up on that offer. Thanks:ok:

[pudoc]

I was meant to do my first solo in the same aircraft my Dad did his first solo in nearly 20 years earlier. Was getting checked out, onto the final circuit before I went on my own and then we had engine problems on the crosswind leg. :(

Shame, would have been a good story to tell.