Useful info on Pprune!
Once upon a time
..the engine stopped in a steep (well steeper than normal) stall in a tired lil' 150...
Didn't really bother me since we where very close to a 5000' grass strip.
As soon as I lowered the nose it sputtered back to life again probably thanks to it's low compression.
Tried to " windmill" start a C172 yesterday got it up to 140 mph but no turning prop yet.
Fishtailing made it flick once or twice, not really sure whether it would have worked in this scenario, just continued it and dead-sticked it in.
Like to do that every now and then to keep the practice up..
Didn't really bother me since we where very close to a 5000' grass strip.
As soon as I lowered the nose it sputtered back to life again probably thanks to it's low compression.
Tried to " windmill" start a C172 yesterday got it up to 140 mph but no turning prop yet.
Fishtailing made it flick once or twice, not really sure whether it would have worked in this scenario, just continued it and dead-sticked it in.
Like to do that every now and then to keep the practice up..
engine stopping/spinning,etc
To add a couple of points to JF and Shy`s, many years ago instructing the Navy on the `Dog we had a few instances of engines stopping during spins,and everyone was suitably briefed about the problem.Usual engineering fix was an adjustment to the idle/mixture which usual cured the problem; well, it always did on the Chimunk. One morning a QFI and student go off to do a low-level navex,and demo of bad -vis SOP`s. After closing the throttle and reducing speed, putting flaps down,etc, opening up on the power,nothing happens-- at about 250ft over the N.Yorks moors. They try to carry out a forced landing, but probably stall-in,and sadly both are killed.The subsequent investigation and full strip-down of the engine, revealed that a piece of swarf/debris in the injector manifold was possibly /probably the culprit. The engine had been "adjusted " to give a better idling during spinning, and eventually the swarf had migrated when the throttle was closed, giving a total rich-cut, with tragic consequences. So, beware of just tweaking the carbs/mixture if the idle is erratic.
I also used to teach to test-pilot students that you will get the true characteristics of the a/c if you stop the prop, by stalling the a/c first, and then going into the spin. This will show what effects the prop has on the spin, and also shows that you can start the prop with a bit of "g", or yaw, or the starter. It`s also a bit of an eye-opener for those who have only flown parafin-lamps
A couple of points further; if it`s a fixed-pitch prop, keep the throttle closed until you are recovered/climbing, and if its a c/s prop,then pull the rpm lever back to prevent the prop overspeeding, until you are climbing.
Syc
I also used to teach to test-pilot students that you will get the true characteristics of the a/c if you stop the prop, by stalling the a/c first, and then going into the spin. This will show what effects the prop has on the spin, and also shows that you can start the prop with a bit of "g", or yaw, or the starter. It`s also a bit of an eye-opener for those who have only flown parafin-lamps
A couple of points further; if it`s a fixed-pitch prop, keep the throttle closed until you are recovered/climbing, and if its a c/s prop,then pull the rpm lever back to prevent the prop overspeeding, until you are climbing.
Syc
