One thing I'm scared of in GA....
She joins quite a few that have done sim things like a certain golfer.
DF.
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it's very helpful to pull a 2-bladed prop to the vertical after shut-down
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He's pretty cool
I organised and filmed a live cross of Jack doing a tandem into a golf tornament a few years back. We didn't want to cross the line with him, so we got the boys together and got the jokes out of our system in the pre brief before he got there.
On the way to the plane, he made a point of dragging us up to a respectful distance from the (stationary) prop, and told us to "Watch out for these fu*k3rs when they're spinning!).
That opened the floodgates, and we spent the ride to height running through the full list.
His favourite on the day?
"How much force does it take to stop a prop? About a third of a Newton."
He was a gent, zero ego, had a ball, played nice for the cameras, bought us all beers at the bar afterwards, invited us into the booth to say G'day the next couple of years after we jumped.
C.
On the way to the plane, he made a point of dragging us up to a respectful distance from the (stationary) prop, and told us to "Watch out for these fu*k3rs when they're spinning!).
That opened the floodgates, and we spent the ride to height running through the full list.
His favourite on the day?
"How much force does it take to stop a prop? About a third of a Newton."
He was a gent, zero ego, had a ball, played nice for the cameras, bought us all beers at the bar afterwards, invited us into the booth to say G'day the next couple of years after we jumped.
C.
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Another pilot and I copped a prop tip to the corner of the eye at the same time during an engine compression leakdown test on a 2 blade prop. I was on one side and he was on the other. Too many people were "helping" when the compressed air was applied; happened way too quickly to do anything about it.
The ambulance driver said he put the pedal to the medal when they heard that TWO people had been hit in the head by a prop - they had absolutely no idea what they were going to encounter when they arrived there, fearing the worst.
The ambulance driver said he put the pedal to the medal when they heard that TWO people had been hit in the head by a prop - they had absolutely no idea what they were going to encounter when they arrived there, fearing the worst.
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The hidden danger of props
As we all know props are lethal and it can happen to anyone. It nearly happened to me when I was leaving a helicopter in a confined area when I was about 21 years old. A Norwegian safety officer stopped me from walking through the tail rotor blade. It is so easy to do and I believe happened on the Norfolk/Suffolk border many years ago when someone walked through the prop and was killed after a pleasure flight. During World war 2 there was a case of a lorry backing into a heavy bomber and several aircrew were killed at the time. Not sure when and where. Perhaps we should all switch off the engine and wait until all motion has stopped and have a safety officer present if possible. This will be difficult to arrange at times but caution is the name of the game and one astute person could stop a tragedy from happening. I do hope Lauren recovers soon.
I remember the channel seven Christmas tape from about 1997 had a good one caught on film. The Ch.7 Squirrel was turning and burning on a beach somewhere when a young lady journalist climbed out of the left side, then crossed over to the right side by going under the tail boom! As she passed underneath the spinning tail rotor lightly flicked the end of her long blonde hair. The worst part was that despite coming so close to certain death, she didn't even notice!
On the aircraft I fly it is procedure to pull the prop through before first flight of the day to 'burp' the engine before checking oil level.
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Originally Posted by Tee Emm
What an idiotic idea.
Originally Posted by Tee Emm
The prop could still be `live~ despite the mag keys being off...
Take care out there
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Aussie Bob
Quote:
On the aircraft I fly it is procedure to pull the prop through before first flight of the day to 'burp' the engine before checking oil level
Pardon my ignorance but what sort of stupidity is this? Please explain what engine and what rationale?
On the aircraft I fly it is procedure to pull the prop through before first flight of the day to 'burp' the engine before checking oil level
Pardon my ignorance but what sort of stupidity is this? Please explain what engine and what rationale?
If you read my post on Page 1, you would have seen I mentioned the same thing for The tecnam. The Tecnam is Rotax equipped with a dry sump style system.
The resorvoir for the oil system sits higher than the engine sump itself, so when left sitting, the oil drains out of the reservoir and back into the sump.
As the dipstick is in the reservoir, you need to 'scavenge' the sump and refill the reservoir/balance the oil in the system. If you have the cowl open and the dipstick (which also forms the filler cap) removed, you will be made aware of the fact you have succeeded by a nice healthy 'belch' coming from the reservoir as the air comes out of the system. Once you have done this you can check the oil level. If you do it before, you will see no oil on the dipstick.
The procedure is listed in the flight manual. It can take as many as 20 rotations to get this done by hand rotation.
Cheers
Jas
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If your aircraft has a radial engine (Yak 52 in my case), pulling the prop through 12 blades before startup is SOP. Makes sure every cylinder opens it's exhaust valve and lets out any oil that may be sitting in the bottom cylinders ready to bend a rod when the engine fires.
I have a healthy respect for props but handling them is a necessity on this aircraft.
I have a healthy respect for props but handling them is a necessity on this aircraft.
There is an apocryphal story of a BOAC Flight Engineer who walked through a turning prop, quite by chance he missed the blades in the same way a bullet misses them from a synchronised machine gun. When he realised what he had done he fainted. Does anyone know if the story is true?
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Yes Tee Em it's very helpful to pull a 2-bladed prop to the vertical after shut-down
This will let any rain water drain out of the spinner whilst the aircraft is parked and negate the possibility of corrosion in the hub which is particularly bad for constant speed propellors.
All radials require 2 full engine revolutions to clear and cylinders from a hydraulic lock, debending on the reduction gearing this is measured in the number of blades passing , in the case of a Wright 1820 it is 9 blades, or 3 propellor revolutions.
All dry sumped engines suffer from the fact that the oil in the header tank will bypass the pressure gear pump over time and fill the bottom of the engine, this needs to be cleared before start or expensive things happen similar to the radial problem ( which has the same cause).
This will let any rain water drain out of the spinner whilst the aircraft is parked and negate the possibility of corrosion in the hub which is particularly bad for constant speed propellors.
All radials require 2 full engine revolutions to clear and cylinders from a hydraulic lock, debending on the reduction gearing this is measured in the number of blades passing , in the case of a Wright 1820 it is 9 blades, or 3 propellor revolutions.
All dry sumped engines suffer from the fact that the oil in the header tank will bypass the pressure gear pump over time and fill the bottom of the engine, this needs to be cleared before start or expensive things happen similar to the radial problem ( which has the same cause).
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@ Bergerie
He must have been moving bloody quick to avoid the prop.
Think about have thick a body is, and how fast a prop is moving.
He'd be moving "faster than a speeding bullet"
He must have been moving bloody quick to avoid the prop.
Think about have thick a body is, and how fast a prop is moving.
He'd be moving "faster than a speeding bullet"
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SOP for the Rotax 912 regardless of model or aircraft. Has a dry sump.
As posted earlier turning it over with starter with mags off would give similar (safer) results, however I could see that approach going pear-shaped occasionally with people not being in the aircraft whilst turning it over electrically.
As posted earlier turning it over with starter with mags off would give similar (safer) results, however I could see that approach going pear-shaped occasionally with people not being in the aircraft whilst turning it over electrically.
Once worked under a CFI that didn't believe in live mag checks before shutdown, or course this was the same CFI who didn't know about hand swinging on the mag with the impulse coupling only as opposed to using both. No wonder he had never seen a live prop.... he wasnt checking for them!! I found one.
Not only that, but also a lack of respect for prop/mag combinations from a lot of the students there.
No problems pulling Cessna singles around by the prop, but by jeez I want to see the keys out of the ignition and up on the dash before I do so, and know that the switches had been checked on shutdown.
Not only that, but also a lack of respect for prop/mag combinations from a lot of the students there.
No problems pulling Cessna singles around by the prop, but by jeez I want to see the keys out of the ignition and up on the dash before I do so, and know that the switches had been checked on shutdown.
The procedure is listed in the flight manual. It can take as many as 20 rotations to get this done by hand rotation.
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Very early in my flying career? I learned that people are often confused around aircraft and only think about one thing at a time.eg getting to the gate and ignoring-forgetting all other instructions. On the very rare occasions I've had to leave the engine running while pxs disembark I positioned the plane so the tail was towards the gate so even the doziest px had only to walk the most direct route to the gate and away from the prop.
Cinders At the time Jack Newton had his accident we operated a C210 and I was led to believe a C210 was involved in Jack's accident. This joke quickly made the rounds. What's it cost to run a 210? Answer-- An arm and an eye. Sounds like Jack is the sort of bloke who wouldn't be offended by that one.
Cheers RA
Cinders At the time Jack Newton had his accident we operated a C210 and I was led to believe a C210 was involved in Jack's accident. This joke quickly made the rounds. What's it cost to run a 210? Answer-- An arm and an eye. Sounds like Jack is the sort of bloke who wouldn't be offended by that one.
Cheers RA
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A few days after that unfortunate incident wth Jack Newton, walking to the old Flight Facilities building along the flight line, I found a severed finger in the grass - not sure if it was his but guessed it was likely to be. Very sobering and have infinate respect for props ever since.
Treat ALL props as live!!! Unless its detached and on the shop floor....
Treat ALL props as live!!! Unless its detached and on the shop floor....
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An engineer was killed over the north apron at Ardmore in the early mid '90s ... as I recall, he was doing an engine run on a PA28, got out and stepped off the FRONT of the wing?!