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.

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.

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!

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.

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.

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.

Cheers, I will keep you posted within this thread! 1st flight should be a week from now.

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………...

Nice pic, and brilliant story! Bet you had a "bone" to pick with them!

Mmm, no money no honey--> no plane, no gain?

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###

Hi,

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


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###

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!

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.

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.

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.

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!

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.

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

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:

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.