Taxi a tied down !!, Pitot cover ON !!
Join Date: Aug 2001
Location: OZ
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Last week I did a check ride on a pilot wanting to hire a twin. The A/C's right engine did not want to start so the nearby LAME swung the prop for us.
That afternoon, the checked pilot hired the A/C for a scenic with multiple pax. The pilot tried to start the right engine to no avail. He then proceeded to get out and swing the prop himself and required 6 stitches to his head. If it wasn't so silly, it would be funny.
That afternoon, the checked pilot hired the A/C for a scenic with multiple pax. The pilot tried to start the right engine to no avail. He then proceeded to get out and swing the prop himself and required 6 stitches to his head. If it wasn't so silly, it would be funny.
Don Quixote Impersonator
Join Date: Jul 1999
Location: Australia
Age: 77
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Well I must admit my small part in trashing a turboprop engine. I think sufficient time has elapsed so that no further damage can be done to any ones reputation.
In the long ago, in the usual rush to deliver a turboprop to its new owner across the country, the "proper" engine bungs were left behind.
These "proper" ones were designed to be pulled out and flung away by the rotation of the prop, if one were to start the engine having, inadvertantly of course, left them in. The rear ones would of course, theoretically, get blown out assuming that you didn't trip over the long tail as you boarded.
Aircraft delivered, training of CP by our CP commences but not completed as we had to go back to pick up anothery for delivery nearby.
Conscientious and very competent CP of new owner fabricates "temporary" bungs to protect the engines out of that spongy foam stuff.
The anothery delivered we proceeded to final destination to complete aforementioned training.
Their CP who had been apprised of our imminent arrival and as training was to recommence immediately on our arrival had preflighted the aircraft and as there was a stiff land breeze blowing had reinstalled the "temporary" bungs and I was to go off to another task.
Well, as usual, I was running late from our last destination with our CP on board the trade in and dropped him next to training aircraft with our Chief engineer who was going along as well to suss a little problem, every one greeted each other and hurriedly walked to their various steeds agreeing to meet for beers in a cuppla hours.
They crank engine, it starts, but hangs, crew look quizically out the window at me at the same time as puffs of smoke and bits of foam spew out the back. Guess what!
All 4 of us walked past, in front of and around that aircraft and 1 of us me, stood, albeit to the side, and watched them shut the door and crank away.
By the time we saw the smoke and bits of foam it was of course too late.
I'm here to tell you that less than 100g about a hand sized piece of cheap foam does an awfull lot of damage in a real short period of time. Apart from the time it took to pick the thousands of bits of foam out of the compressor, crossover ducts and burner can holes, three turbine wheels and general embarrasment there was not a lot of margin left in that deal.
And all because dummy here left the "proper" plugs back at home base.
In the long ago, in the usual rush to deliver a turboprop to its new owner across the country, the "proper" engine bungs were left behind.
These "proper" ones were designed to be pulled out and flung away by the rotation of the prop, if one were to start the engine having, inadvertantly of course, left them in. The rear ones would of course, theoretically, get blown out assuming that you didn't trip over the long tail as you boarded.
Aircraft delivered, training of CP by our CP commences but not completed as we had to go back to pick up anothery for delivery nearby.
Conscientious and very competent CP of new owner fabricates "temporary" bungs to protect the engines out of that spongy foam stuff.
The anothery delivered we proceeded to final destination to complete aforementioned training.
Their CP who had been apprised of our imminent arrival and as training was to recommence immediately on our arrival had preflighted the aircraft and as there was a stiff land breeze blowing had reinstalled the "temporary" bungs and I was to go off to another task.
Well, as usual, I was running late from our last destination with our CP on board the trade in and dropped him next to training aircraft with our Chief engineer who was going along as well to suss a little problem, every one greeted each other and hurriedly walked to their various steeds agreeing to meet for beers in a cuppla hours.
They crank engine, it starts, but hangs, crew look quizically out the window at me at the same time as puffs of smoke and bits of foam spew out the back. Guess what!
All 4 of us walked past, in front of and around that aircraft and 1 of us me, stood, albeit to the side, and watched them shut the door and crank away.
By the time we saw the smoke and bits of foam it was of course too late.
I'm here to tell you that less than 100g about a hand sized piece of cheap foam does an awfull lot of damage in a real short period of time. Apart from the time it took to pick the thousands of bits of foam out of the compressor, crossover ducts and burner can holes, three turbine wheels and general embarrasment there was not a lot of margin left in that deal.
And all because dummy here left the "proper" plugs back at home base.
Don Quixote Impersonator
Join Date: Jul 1999
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Hugh Jarse
Three pilots, me, ours, him AND our Chief Engineer, ALL walked around it.
Their CP forgot/thought we'd seen em, we didn't coz we didn't see/were looking for the bluddy great big red things with 'Remove Before Flight', brand new ones which were on my desk several thousand miles away.
These were little foam thingys carefully cut to fit the chin hole and the same colour as the intake.
Classic chain of events. We took the fall.
If I hadn't been late coming back from MEL for the delivery flight, still trying to peel engineers off, waiting for C of A paperwork to come back from the DCA office, rounding up coffee and sangers for 6 hours or so, flight planning, trying to find the fueller, cranked before I remembered the bungs and assorted other stuff, same old same old.
Yeah, great at shredding things, but when they're not they're one damn fine engine.
GW TO climb direct to 290KTAS, FL330 around 380pph if I recall correctly. Biggest problem was getting ATC to move them B200s and BAE146s outa the way.
Three pilots, me, ours, him AND our Chief Engineer, ALL walked around it.
Their CP forgot/thought we'd seen em, we didn't coz we didn't see/were looking for the bluddy great big red things with 'Remove Before Flight', brand new ones which were on my desk several thousand miles away.
These were little foam thingys carefully cut to fit the chin hole and the same colour as the intake.
Classic chain of events. We took the fall.
If I hadn't been late coming back from MEL for the delivery flight, still trying to peel engineers off, waiting for C of A paperwork to come back from the DCA office, rounding up coffee and sangers for 6 hours or so, flight planning, trying to find the fueller, cranked before I remembered the bungs and assorted other stuff, same old same old.
Yeah, great at shredding things, but when they're not they're one damn fine engine.
GW TO climb direct to 290KTAS, FL330 around 380pph if I recall correctly. Biggest problem was getting ATC to move them B200s and BAE146s outa the way.
