Carburator Fire
Joined: Jan 2007
Posts: 43
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From: belgium
Sternone, please make sure the tech has a thorough check of the carb before you fly next time. As for me, I think that I became a bit too worried last time when the CFI told me that he would like to see this plane gone...
backpacker: the roll/yaw scenario I was reffering to in my previous post was something different than just an empty RHS. Last time I took off (solo indeed), as soon as the plane was off the ground it just started banking quite strongly to the left. I've never had that before and it made for quite a hair raising experience where at about 400ft I was waaaaaaaaay to the left of the runway even with a wind from the left! Left the circuit and had to fly with constant heavy foot on the right rudder. Made for an interesting landing also
. (sorry Sternone, don't mean to hijack this thread..)
wsmempson and ShyTorque are just paid members of my fan group, it makes PPrune loads of fun!
backpacker: the roll/yaw scenario I was reffering to in my previous post was something different than just an empty RHS. Last time I took off (solo indeed), as soon as the plane was off the ground it just started banking quite strongly to the left. I've never had that before and it made for quite a hair raising experience where at about 400ft I was waaaaaaaaay to the left of the runway even with a wind from the left! Left the circuit and had to fly with constant heavy foot on the right rudder. Made for an interesting landing also
. (sorry Sternone, don't mean to hijack this thread..)
Thread Starter
Joined: Oct 2006
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From: Brussels - Twin Comanche PA39 - KA C90B
nanocas, no problem ofcorse, the question is, who is going to fly this bird first ? I would rather have the tech guy fly it a circuit to see the rudder trim is set correctly, but there's gonna be some really good preflight check from my side before i fly!!
Joined: Feb 2007
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From: Amsterdam
Well, if it's that bad, then the plane should be grounded immediately to check what's wrong. And to let a student take the first flight after those kinds of problems, that would be grossly irresponsible.
Sternone/nanocas, there's an additional pre-flight check that I was taught when starting my aerobatics course. While doing the walkaround, once you've arrived at the rudder, walk back from the aircraft a meter or two. Squat down low so that the top of the main wing almost, but not quite disappears below the top of the elevator. The place where those two top lines intersect should be exactly the same, assuming you are squatting exactly in the aircrafts centerline. This is a very effective, yet very simple check to see whether the aircraft hasn't been bent somehow. I don't know any other check that you can perform as a pilot without taking out a spirit level and the book with tolerances.
Sternone/nanocas, there's an additional pre-flight check that I was taught when starting my aerobatics course. While doing the walkaround, once you've arrived at the rudder, walk back from the aircraft a meter or two. Squat down low so that the top of the main wing almost, but not quite disappears below the top of the elevator. The place where those two top lines intersect should be exactly the same, assuming you are squatting exactly in the aircrafts centerline. This is a very effective, yet very simple check to see whether the aircraft hasn't been bent somehow. I don't know any other check that you can perform as a pilot without taking out a spirit level and the book with tolerances.
Joined: Mar 2006
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From: heathrow
There can be many reasons why an aircraft flys one wing down but thats why we have licensed engineers. Or I should say hopefully thats why we have licensed engineers, write it up in the technical log if only to cover your own backside.
Fly Conventional Gear
Joined: May 2007
Posts: 1,600
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From: Winchester
I've noticed that with C152s that are in the habit of flying along out of balance opening the window can put them back in balance. Saves having to fly along with your foot pressing down on the peddles.
Joined: Oct 2005
Posts: 3,218
Likes: 2
From: USA
backfiring on its own is not dangerous. it can cause stuff to blow off (intake ducting etc) but if it's bad enough to cause damage, your engine won't run.
An afterfire makes a bang out the exhaust. A backfire makes a bang out the intake. After excess priming, it can set a fire that you're not going to suck back into the engine.
If you've had an engine fire, you certainly don't need to go flying. You need to have a qualified mechanic pull the cowl and perform an inspection. This is common sense. I say this as a pilot, mechanic, inspector, and instructor.
Your battery was dead. Your aircraft was unairworthy. The battery shouldn't be charged in the aircraft; you'll find that in both the aircraft flight manual, and in the maintenance manual. Depleted batteries being charged create heat, and explosive gasses. You don't know why the battery is dead, and the fact that it's dead could be a short, could be a bad battery, could mean you have other electrical faults. If you have faults in the airplane, correct them, learn why they exist, before you fly.
Thread Starter
Joined: Oct 2006
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From: Brussels - Twin Comanche PA39 - KA C90B
car·bu·re·tor [kahr-buh-rey-ter, -byuh-] Pronunciation Key - Show IPA Pronunciation
–noun
a device for mixing vaporized fuel with air to produce a combustible or explosive mixture, as for an internal-combustion engine.
Also, car·bu·ra·tor, car·bu·ret·er; especially British, car·bu·ret·tor, car·bu·ret·ter [kahr-byuh-ret-er] Pronunciation Key - Show IPA Pronunciation.
[Origin: 1860–65; carburet + -or2]
Dictionary.com Unabridged (v 1.1)
Based on the Random House Unabridged Dictionary, © Random House, Inc. 2006.
–noun
a device for mixing vaporized fuel with air to produce a combustible or explosive mixture, as for an internal-combustion engine.
Also, car·bu·ra·tor, car·bu·ret·er; especially British, car·bu·ret·tor, car·bu·ret·ter [kahr-byuh-ret-er] Pronunciation Key - Show IPA Pronunciation.
[Origin: 1860–65; carburet + -or2]
Dictionary.com Unabridged (v 1.1)
Based on the Random House Unabridged Dictionary, © Random House, Inc. 2006.
Avoid imitations
Joined: Nov 2000
Aviation Qualifications: ATPL
Posts: 15,116
Likes: 1,091
From: Wandering the FIR and cyberspace often at highly unsociable times
EDDNR,
The carburator is the bit at the front of the C152 where the flames come out from.
The carburator is the bit at the front of the C152 where the flames come out from.
Avoid imitations
Joined: Nov 2000
Aviation Qualifications: ATPL
Posts: 15,116
Likes: 1,091
From: Wandering the FIR and cyberspace often at highly unsociable times
Thanks, Llanfairpg, now I know why you're an instructor.
Mind you, I've never seen flames coming out of a propellor and I thought the bit right at the front is the spinner.
Mind you, I've never seen flames coming out of a propellor and I thought the bit right at the front is the spinner.
Last edited by ShyTorque; 23rd December 2007 at 20:14.
Moderator
Joined: Feb 2000
Aviation Qualifications: CPL
Posts: 14,480
Likes: 178
From: UK
Just a thought.
You've had a fire, you aren't being paid to fly - you are paying to fly, there's a maintainer there next to the aircraft.
Just what reason is there to actually fly until the maintainer has check the carb and made a tech-log entry stating that he considers the aircraft fit for flight? Damned if I can think of one.
It's a matter of doubt. If there is ANY doubt about the fitness of the aircraft to be flown, get it checked. The carb is PROBABLY okay, but probably isn't definitely!
G
You've had a fire, you aren't being paid to fly - you are paying to fly, there's a maintainer there next to the aircraft.
Just what reason is there to actually fly until the maintainer has check the carb and made a tech-log entry stating that he considers the aircraft fit for flight? Damned if I can think of one.
It's a matter of doubt. If there is ANY doubt about the fitness of the aircraft to be flown, get it checked. The carb is PROBABLY okay, but probably isn't definitely!
G
Joined: Mar 2005
Posts: 1,290
Likes: 289
From: Poplar Grove, IL, USA
The one cold start engine fire I had in a C172 I had them pull the cowl & check it. This was a cold day, rental airplane, and I didn't think it was going to start & suck the flames in so I got out the C02 fire extinguisher. I learned a couple things from the experience:
1) If your airplane has an accelerator pump, don't be pumping the throttle because the excess fuel in the induction system can catch fire!
2) In cold weather prime before you begin your preflight.
-- IFMU
1) If your airplane has an accelerator pump, don't be pumping the throttle because the excess fuel in the induction system can catch fire!
2) In cold weather prime before you begin your preflight.
-- IFMU
Joined: Jan 1999
Posts: 6,209
Likes: 2
From: north of barlu
IFMU
If you prime before you do the pre-flight were exactly do you think that the fuel goes wile you are walking around checking the aircraft?
Also can you tell me why the primer nozzels are fitted near the inlet valves?
Also can you tell me why the primer nozzels are fitted near the inlet valves?
Joined: Mar 2005
Posts: 1,290
Likes: 289
From: Poplar Grove, IL, USA
If you prime before you do the pre-flight were exactly do you think that the fuel goes wile you are walking around checking the aircraft?
That's what I think.
-- IFMU
Joined: Jan 1999
Posts: 6,209
Likes: 2
From: north of barlu
IFMU
Clearly you don't understand the construction of your engine, If you pump the primer and then leave the aircraft all the fuel will run down into the airbox.
The practice of priming the engine and then doing the walk round inspection is just a good way of setting up your self for an intake fire.
Please read my first post before you set fire to an aircraft and maybe yourself.
The practice of priming the engine and then doing the walk round inspection is just a good way of setting up your self for an intake fire.
Please read my first post before you set fire to an aircraft and maybe yourself.