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#21
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Engine failure
I have had exactly that happen to me in a Citabria with a Lycoming
engine. I suspect carb ice. Intesting thing about carb ice is in above freezing temperatues as soon as the engine stops turning the Ice starts melting. It would not have to completely melt, only enough to let the engine restart. Clearing the engine is mostly just a good way to ensure it is still running. Brian CFIIG/ASEL |
#22
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Engine failure
Yes, but that engine is a bitch to restart and will quit as soon as you go
to idle. OP said that restart was easy and wouldn't quit again. I still think it was carb ice. Jim "Orval Fairbairn" wrote in message newsrfairbairn- Loose nuts on the studs attaching the carburetor to the engine are NOT all that uncommon! I have known of several. That will cause the engine to stop at low power/idle settings! |
#23
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Engine failure
Happy Dog wrote:
I was flying into La Guardia on Air Canada and I saw a Bonanza rolling out with the engine stopped. By total coincidence, exiting the plane, I got a call from that pilot's instructor who'd briefed the pilot on this X/C. He said that there was a known problem with that plane and, I think, said that it was not an uncommon problem with that type of plane. Odd thing, coincidence. My fuel-injected, turbo-normalized Bonanza had a newly rebuilt engine installed last February. Upon completion of the work, I took the aircraft up for the proper first flight break-in. When I landed, the engine quit just as I touched down (low idle) on the runway. I was able to restart and taxied back to talk to the mechanic. He adjusted the low-idle mixture so I took the aircraft up for the second flight break-in. Again, upon landing the engine quit. Suspecting something else now, the mechanic ran the aircraft on the ground and was able to duplicate the problem. He then suspected the fuel pump so he took it off and sent it back to the company who supplied it to the engine rebuilder for inspection. The fuel pump inspectors discovered metal shavings inside the fuel pump that were cutting off fuel flow at low idle. That opened up an entire finger pointing session. Nice... The source of the shavings was never identified but it was concluded that somehow they were introduced when the engine was on the test cell. -- Peter ----== Posted via Newsfeeds.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#24
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Engine failure
I agree it is probably carb ice & a remelt situation. My 150 hp 172M
will actually ice up to a limit quite quickly under the right conditions. Note that OP probably had a very low power approach over his obstacle in which case there would be little heat available for the carb heat stove. Those who say Lycomings won't ice up just haven't encountered the right conditions - yet. |
#25
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Engine failure
Is this an injected engine?
Jase Vanover wrote: I had a situation yesterday at the end of my local "just because" flight (you know, one of those where you really have no place to go but the weather is favourable and you just want to go flying). Was flying a rental 172. Took off like a rocket (lightly loaded solo... cold air about freezing), tooled around practicing stalls, steep turns, etc. Headed back to the pattern and did a couple of touch and goes. On my final landing, I declared a full stop, and decided I would practice a short field landing. I cleared the "imaginary" 50 ft. obstacle, dropped the last notch of flaps and cut power... and the engine quit. No issues, because I had the runway made (I didn't even realize that the engine had quit until rolling on the runway... I knew something sounded different, but the prop was still windmilling and I was concentrating on the flare). I rolled out and the prop stopped, and I called traffic (uncontrolled airport) to let them know I was a sitting duck. Checked the primer (locked), mixture (full rich), fuel selector (both... and lots of fuel... I filled up with only just over an hour of flight since), and restarted with no problems and taxied off the runway. Though it turned out to be no danger, I couldn't help but feel a little disconcerted. A low level power off descent away from the airport could have had a more serious outcome, or what if I misjudged and didn't have the runway made when I cut power? I taxied to the maintenance hanger (after being directed there by the FBO via radio notification of the situation), and explained what happened to the maintenance guy. He said that there is a stop on the throttle to keep the idle setting from being too low that probably needed adjustment. Even so, during shutdown (after restarting), idle setting on the throttle was still 800 - 900 RPM, which should be enough to keep the engine running I would think. Anyone else experienced this and can share their thoughts? I'm about a 60 hour pilot, so not much experience. |
#26
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Engine failure
A Dakota on our field was owned by a VFR only pilot. Last summer on a trip
from STE to GRB and back, he reported having carb ice 3 times during his trip. He questioned that it was really carb ice, but said that each time the engine started to sputter, carb heat smoothed out the roughness in text book fashion. Each time, the engine then ran smoothly for awhile then got gradually rougher until carb heat was applied again. I was at the airport when he returned and reported the problem to the mechanic. To satisfy the pilot, the mechanic looked over the airplane and found nothing wrong. It was simply the effect of a very humid day. This happened in SUMMER? Very weird. In our plane, the carb heat is checked prior to take-off, and never touched again. In fact, I've only activated carb heat once in flight (in ten years and 1500 hours) in ANY flavored Cherokee -- and that was just an experiment. Cessnas are another animal altogether, of course. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#27
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Engine failure
In article .com,
"nrp" wrote: I agree it is probably carb ice & a remelt situation. My 150 hp 172M will actually ice up to a limit quite quickly under the right conditions. Note that OP probably had a very low power approach over his obstacle in which case there would be little heat available for the carb heat stove. Those who say Lycomings won't ice up just haven't encountered the right conditions - yet. I've never gotten carb ice at a low power setting, it has always been at cruise or even takeoff power. I put a carb temp guage in my 182..at low power settings the carb temp is near ambient air temp. It's only when you start sucking a lot of air through the carb that the temps drop. -- Dale L. Falk There is nothing - absolutely nothing - half so much worth doing as simply messing around with airplanes. http://home.gci.net/~sncdfalk/flying.html |
#28
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Engine failure
Yep, happened last summer. Surface temps were around 70. It totally
freaked this guy out. So bad that it became one of the reasons he sold the plane. (not a valid reason in my book, but to each his own.) From a teaching stand point, especially to renter pilots, I've always taught to use it on landings. Keep the procedures as similar as possible between airplanes unless there is a good reason to deviate. I've only needed carb heat once. It was IMC, in the spring, in an Archer. Jim "Jay Honeck" wrote in message oups.com... This happened in SUMMER? Very weird. In our plane, the carb heat is checked prior to take-off, and never touched again. In fact, I've only activated carb heat once in flight (in ten years and 1500 hours) in ANY flavored Cherokee -- and that was just an experiment. Cessnas are another animal altogether, of course. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#29
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Engine failure
The OP said this was a 172.
Jim "The Visitor" wrote in message ... Is this an injected engine? |
#30
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Engine failure
On Mon, 24 Oct 2005 15:26:19 -0700, "RST Engineering"
wrote: The OP said this was a 172. Jim "The Visitor" wrote in message ... Is this an injected engine? Some are. |
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