Sometimes when we are stressed we forget to think before we key the mike. This actually happened after the oil line blew.
N1234: Manchester (N.H.) tower Cherokee N12324 is five miles northwest with a total engine failure.
MHT (Using that standard FAA terminology): What are your intentions?
N1234: I intend to land!
MHT (that standard terminology again): Roger, how many souls on board?
N1234: No souls, four heathens.
Thanks to Mike Foushee, EAA Chapter 729 newsletter editor
Quote of the Month
Editorial Section
Support Our Servicemen
SERVICEMAN UPDATE NEEDED: In December of 2002 Jim Griffin joined Chapter 1311. Shortly before the war with Iraq started Jim signed back up as a Major with the Marines and has been serving in Iraq. If anyone knows how to contact Jim, or knows of his whereabouts or of any way to track him down, please contact the newsletter editor at michaelandkatie1@comcast.net.
Newsletter Publication Schedule
Get back editions of the newsletter at http://www.eaa1311.org. Click on the link "Newsletters" at the left then click the link for the edition that you want.
Chapter 1311 Board of Directors (2009)
Newsletter editor: Michael Mossman, 1-765-483-9533, michaelandkatie1@comcast.net
Chapter 1311 Board of Directors (2010)
Newsletter editor: Michael Mossman, 1-765-483-9533, michaelandkatie1@comcast.net
2009 Membership Roster
Did we miss anybody? Please let us know; we'll get it updated right away.
Membership Roster Updates Needed
November's Program
Several years ago, Dale Gustafson and his volunteer judges in the Vintage Aircraft division at EAA AirVenture commented that many modern pilots had no experience or training in hand prop starting and airplane, and no formal program seemed to be in place for teaching this procedure. Gustafson and others developed a short program that became popular at Oshkosh. Recognizing a wide-spread need for this type of education, Kim Bevier and John Pipken of Windsock Productions, made a short video talking about the risks and demonstrating the proper techniques for hand starting and airplane. The chapter members viewed the video at the November meeting. The following is a synopsis of the video.
Bevier states that hand propping can be dangerous, even fatal. But with proper training, can be no more dangerous than a crosswind landing. Hand starting should only be used in conjunction with hands-on training by a qualified and knowledgeable flight instructor.
Since finding an instructor may be difficult, Kim and John provide instruction to small groups in a clinic-type format. Scheduling contact may be made at http://www.windsockproductions.com. There is no charge for the session, but sessions are limited to 10 persons to allow for hands-on training to all. Bevier and Pipkin are also recruiting instructors in other parts of the country to conduct these sessions.
Bevier, comments that hand propping was a required activity in the past because most airplanes didn't have an electrical system. Many fine aircraft still in use today without an electrical system. Simple, durable and still flying after 50 or more years of service, more than 15,000 Champs, Cubs, Luscombes, Taylorcrafts, Stinsons and others still in the aircraft registry. Many meet the requirements of the new Light Sport category, with a new interest in flying these aircraft.
If you learned to fly in a tricycle gear airplane, you only read or heard about hand propping, or perhaps seen it performed at a fly-in.
In the video, Bevier shows how to safely hand-prop one of these classic aircraft, an Aeronca 7AC Champ. The Champ's powerplant consists of a low compression 4-cylinder Continental A65 engine, a fuel system and a magneto switch, period. It's always been and always will be started by hand.
Hand starting others types of engines, large radials, for example, may require a modified technique that they will show, especially in the areas of priming, pulling the prop through, or clearing a flooded engine. These safety procedures described here, perhaps slightly modified, should work for most light aircraft flown today.
First rule of hand propping. Don't, if a safe method is available. This applies to aircraft with a starting system that may have a run-down battery or other types of starting system problems. If there is jump-start capability or maintenance available, you'll have a hard time convincing the FAA that you're not engaging in a careless or reckless operation. And besides, if you have a mechanical or electrical problem, the aircraft may not be airworthy until the issue is corrected.
Bevier stresses, "please, don't even forget rule 1, and trade a minor inconvenience for the possibility of a major disaster."
Aircraft engines that require hand starting like the Champ are generally equipped with an impulse coupling on at least one of the two magnetos. Impulse couplings are clever devices with spring-loaded pawls and cams that latch and hold the magneto rotor shaft from turning until the spring winds up to its release point. When the pawl unlatches, the spring snaps the magneto shaft into sudden rotation, producing a hot spark that has been delayed to near top dead center of the piston travel.
After the engine starts, centrifugal force retracts the rotating pawls and prevents them from latching up. The pawls on the impulse coupling cannot latch when the magneto is rotated backwards and therefore the spring is not compressed.
Without impulse couplings, the prop must be rotated rapidly by hand to not only generate the required spark but to insure that the engine continues to turn in the same direction when the cylinder fires. Without the momentum of a moving prop turning the crankshaft the engine can fire well before the cylinder reaches Top Dead Center and kick back, or cause the engine to rotate in reverse.
If you don't have impulse couplings on both magnetos, which is preferred, the no-impulse coupled magneto must be grounded during startup to prevent kick-back. Usually, but not always, if you have only one impulse coupling it will be on the left magneto.
Without couplings on both magnetos, Bevier and Pipkin feel the magneto switch should be placarded to positively indicate which to use for starting. If you are not sure about the impulse couplings in the aircraft you are starting, find out, as kickback during start could hard both you and the engine.
Important cautions:
Keep your body away from the prop arc because moving a prop can cause an engine to start unexpectedly.
And if you need to reposition the propeller, always move it backwards from its normal direction of rotation so that an impulse coupling cannot snap.
For any airplane sitting in a hangar or out on the ramp, the propeller may be stopped in a position where even the slightest nudge could result in the snapping on an impulse coupling. If there is any mixture left in the cylinder and a magneto ground lead is broken, the engine could fire.
For the Champ or any other aircraft without a mixture cutoff, they suggest that the engine should be run dry after the fuel is shut off, and never shut down by simply turning the magnetos off. This reduces the risk posed by a faulty ground with mixture still in the cylinder.
Another caution is not to move the prop rapidly except during the starting pull. This is because magnetos can generate a spark when the engine is rotated in either direction.
From long custom, and when most aircraft were started by hand, the mechanics would mount the propeller in the 10 o'clock/4 o'clock position when shut down, when the piston in the cylinder was about 30 degrees before TDC. When starting by hand, this position allows the started to stand to the left side of nose as they face it and to pull the prop downwards and they are starting it.
As you face it, the prop should be somewhere between the 9 o'clock and 11 o'clock position as it comes up on a compression stroke. If it is outside this range, do not attempt to start the aircraft as you will be too close to the propeller as you do your pull-through, leaning forward into the prop at the end of it.
On a tailwheel aircraft the plane of the prop leans back and the bottom of the blade is forward, more than on a tricycle gear airplane. This means that as the prop is pulled through, you'll be moving away from the aircraft and not closer. Because of this, they recommend that you not attempt to prop start a tricycle gear aircraft, except in an emergency.
Starting an aircraft by ones' self is sometimes controversial. Some will claim you should always have a qualified helper on board. From personal experience, Bevier says that having a qualified helper simply substitutes other risk factors. A misunderstood command, a magneto switch not really turned off, or too much throttle at start are pretty common events.
Their approach to hand starting is to provide you with the safest procedure possible, to prevent harm to you or others, and to prevent any property damage.
The two biggest risk factors involved in hand starting are your propping technique and uncontrolled movement of the aircraft. Bevier can't think of anything more nightmarish than an uncontrolled airplane chewing its way down the flight line and crowd at a fly-in.
This leads to the second rule of hand propping: Always chock the airplane. The only exception they would agree to is when a qualified pilot is on board who not only knows how to hold the brakes but also how to retard the throttle and how to shut off the magnetoss if necessary. Brakes can and do fail. Passengers may freeze up, even if you've briefed them on what to do. Even pilots, if unfamiliar with the aircraft, may not be able to react appropriately. This human risk factor can be eliminated almost completely if you simply chock the aircraft.
By using chocks with lanyards, they can be safely pulled away from a position near the cabin door, or ideally from inside the cabin itself, through an open doorway.
Part of the second rule to always use chocks is to also insure that the stick is held with a seat belt or held by a qualified pilot helper.
The third rule and last rule: Handle the throttle and magnetos yourself. This eliminates any possibility of miscommunication between the helper and yourself and insulates you from your helper's mistake with the magneto switch or throttle.
Review of the rules
Following these three rules will greatly reduce the risk associated with hand propping an airplane.
Before beginning, make sure you are in an area clear of other aircraft, obstructions or people, on a solid, level surface where you can stand in front of the propeller.
Insure that you remove any loose clothing, rings or other items that could catch on the prop.
Make sure the soles of your footwear will not slip on the surface.
if there is any snow or ice on the ground in front of the propeller, move the airplane to a clear area or throw enough sand or cinders down, and make sure your footing is secure. You don't want to loose your footing while pulling on the propeller.
Chock both main wheels
INSURE THE magneto switch is off and the fuel is on.
Show your passenger how to hold the brakes until you get back in the cockpit and tell them to stop.
Show them how to turn the magnetos off and pull the throttle to idle in an emergency.
Always keep them informed of what you are doing, what to expect and what you expect them to do.
Prime the engine with your favorite technique, usually a combination of primer and pulling the engine through a couple of compression strokes.
Position the prop at the point where the engine offers resistance before the impulse couplings snap.
When ready, go back to the cockpit then set your throttle and magneto switch to their starting positions.
Their Champ has impulse couplings on both magnetos so they start with he maneto switch on "BOTH."
Before attempting the start, make sure the area is clear and loudly warn anyone nearby with the customary "CLEAR" or "CLEAR PROP."
Facing the left side of the propeller, position yourself where you can rest to pads of the tips of your fingers against the trailing edge of the propeller, about a third of the way from the blade tip to the hub.
Your arms should be about two-thirds fully extended.
Never wrap your fingers around the prop blade, and only the tips of your fingers should contact the trailing edge.
For metal-bladed props with sharp trailing edges, they suggest you use a good pair of leather gloves to prevent cuts.
STEP-BY-STEP PROCEDURE
Insure your helper is really holding the brakes by pushing back on the aircraft near the prop hub.
Adjust your position so you are standing straight up and not leaning forward or back.
While keeping your body in that position, lift your right knee and move your body about half the distance to the prop. Your knee comes closer to the prop arc, and your arms will become less extended. DO NOT PULL ON THE PROP IN THIS MOTION.
Now, swing your right leg backwards and as the momentum of your body begins to move you away from the propeller arc and your arms extend, pull the blade the remainder of the way through the compression stroke so that the impulse couplings fire.
Your body is moving backwards as this happens, and your hands will automatically be pulled away from the prop arc.
Move quickly away from in front of the prop to the side of the aircraft when the engine starts.
They say it is not necessary and is even undesirable to make a maximum effort as you pull the prop through the compression stroke. You don't want to lose your balance.
Few of us — if any — are strong enough to spin the prop through two compression strokes anyway.
Remember, that with impulse-coupled magnetos, it's the snapping of the coupling that creates the spark and not the speed of the blade rotation.
In cases where the engine doesn't start after repeated attempts, it may be flooded.
To clear a flooded condition, first make sure that your magnetos are off, then tell your helper what you will be doing.
In order to pull only air through the intake into the cylinder to flush the excessively rich mixture, you must completely open or "firewall" the throttle during this procedure. Make sure your helper knows how to pull it back if the engine starts because of a broken magneto ground lead.
Position yourself out of the prop arc and carefully pull the propeller backwards through 10 to 15 compression strokes.
By pulling the prop through backwards, the impulse couplings cannot fire, even if the magneto ground lead is broken.
Reposition the prop to the starting position.
Now make sure you reposition the throttle before moving the magneto switch to the starting position and making your next attempt.
When the engine started, adjust the throttle to the necessary low idle.
If your helper is also your passenger, pull the chocks out of the way before boarding.
If you helper will be exiting the aircraft, then climb aboard yourself and take contol before the helper exits and pulls the chocks clear.
With student pilots they normally use this procedure for the first lesson then train them to perform the engine control functions, using a standard communication terminology.
TERMINOLOGY:
With experienced pilots make sure you both agree on the vocabulary:
One last bit of advice: Take your time and don't hurry your procedure for anyone, under any circumstances.
Aviation Physics Debunked
Go back to Section 1
"When faced with an emergency landing, fly the airplane and spread the wreckage over the largest possible area. And remember that no aircraft is worth more than the deducible of its insurance coverage." Floyd Hollandbeck, in October 2009 Freeman Flash (Seymour IN)
If you have an opinion on any story that appears in the newsletter, or any other aviation-related issue, we want to read about it. We will make editorial space available for your responsible comment. Please contact the newsletter editor at 1-765-483-9533 or send it as an email to michaelandkatie1@comcast.net.
Be sure let the newsletter editor know if any of our members or their families has someone in the service, especially if they have been called up for active duty. We'd like to recognize them and thank them for representing us so honorably.
EAA Chapter 1311's newsletter is published by email notice on the 15th of each month, with a PDF version available on the chapter web site around the 20th. Newsletter contributors: Please email your material to the newsletter editor by the 14th of the month.
President: Dale "Gus" Gustafson, 1-317-293-4430, dalefaye@msn.com
Vice President: Doug Hatfield, 317-745-6691, hatfielddoug@hotmail.com
Secretary: Michael Mossman, 1-765-483-9533, michaelandkatie1@comcast.net
Treasurer: Vern Sullenger, 1-317-839-8728, sullenger@iquest.net
Director: Dave Clark, 317-839-4500, davecpd@att.net
Director: Mark Eminger, 765-528-2146, tjemee@yahoo.com
Director: Dave Helton, 1-317-745-7916, davehelton@heltonssoc.com
Director: Chuck Long, 317-892-3146, LoneEagleHDS@aol.com
Director: Doug Moncreiff, 317-280-1621, cdmoncreiff@sbcglobal.net
Director: Gary Reynolds, 317-745-6223, n98gr@att.net
Director: Paul Vogel, 1-317-272-2106, p_vogel@sbcglobal.net
President: Vern Sullenger, 1-317-839-8728, sullenger@iquest.net
Vice President: Doug Hatfield, 317-745-6691, hatfielddoug@hotmail.com
Secretary: Michael Mossman, 1-765-483-9533, michaelandkatie1@comcast.net
Treasurer: Doug Moncreiff, 317-280-1621, cdmoncreiff@sbcglobal.net
Director: Mark Eminger, 765-528-2146, tjemee@yahoo.com
Director: Dave Helton, 1-317-745-7916, davehelton@heltonssoc.com
Director: Mike Laurenzano, mikelaurenzano@yahoo.com, 317-201-5889
Director: Chuck Long, 317-892-3146, LoneEagleHDS@aol.com
Director: Doug Moncreiff, 317-280-1621, cdmoncreiff@sbcglobal.net
Director: Gary Reynolds, 317-745-6223, n98gr@att.net
Director: David Stucker, DESTucker@TDS.net, 317-627-4829
Current as of November 4, 2008
See our chapter roster online at http://www.eaa1311.org/memberroster.html
NAME EMAIL ADDRESS PROJECT(S) BEETHAM, John jabeetham@earthlink.net Fokker D7 BERG, Paul ppberg@bluemarble.net RV-8 BRAAF, Bob bbraaf@msn.com Cessna 210-5 BROYLES, John broylkesjohn@sbcglobal.net none yet BUDNY, Skip skbudny@tds.net Mini 500 helicopter BUIST, Jim jimbuist@yahoo.com — BYRUM, Jon jbyrum@byrumarchitects.net RV-7A CHAPMAN, Jeff PoP6756@aol.com Piper Tri-Pacer CHAPMAN, Tom chapman.t@comcast.net 1957 Cessna 172 CLARK, David davecpd@att.net 1946 Aeronca Chief CRAWLEY, Dennis Crawley27@comcast.net Grumman Tiger CULLISON, Lowell flysew@yahoo.com Zenith STOL CH701 EMINGER, Mark tjemee@yahoo.com Christavia Mk1 GRIFFIN, Jim jimg@netcapade.net Questar Venture GROVER, Troy rv6grover@sbcglobal.net RV-10 GUSTAFSON, Dale DALEFAYE@msn.com Piper J-4 HATFIELD, Doug hatfielddoug@hotmail.com Zenair 640 HELTON, Dave davehelton@heltonassoc.com — HENDERSON, Robert robert_10215@msn.com Christavia MK2 HOWARD, Bob rhoward@comcastnet Looking at LSA JACOBS, Thomas lowdrag@criticalqracing.com Still looking KOPESCHKA, Dave iedvk@iquest.net Little Wing Autogyro KOPESCHKA, Steve stephen.j.kopeschka@rolls-royce.com Little Wing Autogyro LAURENZANO, Mike mikelaurenzano@yahoo.com RANS S-19 LeBARON, Tim tjlebaron@sbcglobal.net RV-4, Ercoupe LEUCHT, Chuck charlesleucht@sbcglobal.net RV-9A LEWIS, Jim jimlewis102@att.net RV-7A LONG, Chuck charles.long@allisontransmission.com Zenair 601 HDS MACKENZIE, Mark treetopflyer2506@yahoo.com RV-4 MATEJCEK, Glen aerobubba@earthlink.net RV-8 MATEJCEK, Robin aerobubba@earthlink.net RV-8 MELCHIOR, Dirk d-r-melchior@msn.com F1 Rocket MONCREIFF, Doug cdmoncreiff@sbcglobal.net JDT Hi-Max MOSSMAN, Michael michaelandkatie1@comcast.net Zenair 601 HDS PARKER, David hoosierwingsfilm@live.com Pietenpol Air Camper PRINCELL, Rick GRPContracting@comcast.ne t GP-4 RAHM, Kenneth riptide757@aol.com — REYNOLDS, Gary n98gr@att.net RV-6A RINEHART, Mark capt_riney@yahoo.com Kolb Mark III Classic RUBERSON, Bryan bruberson@aol.com Aeronca Chief RULEY, Paul pbrmgr@comcast.net RV-7A RUSH, Larry k9hst@sbcglobal.net RV-6A SAALWAECHTER, John saalwaechter01@frontiernet.net V-tail Bonanza SHUMAKER, Kim kkrv-9a@sbcglobal.net RV-9A SNYDER, Jim jim.snyder1@comcast.net Cherokee 180 STUCKER, David DEStucker@TDS.net — SULLENGER, Vern sullenger@iquest.net Cherokee 140, RV-7A VOGEL, Paul p_vogel@sbcglobal.net Sonex VONDERSAAR, Bob rvondersaar@austin.rr.com Steen Skybolt VONDERSAAR, Teresa tvondersaar@ausin.rr.com Steen Skybolt WEATHERS, Steve indy.pilot@hotmail.com Wag Aero Sport Trainer WININGS, Jim winingsj@aol.com Rocket
If you changed your email address or internet service provider, please be sure to let the newsletter editor know of the new address. If you know of a chapter member who's changed their email address or is no longer getting the newsletter, please let us know. Contact the newsletter editor at michaelandkatie1@comcast.net
By Michael Mossman
(EDITOR'S NOTE: This following is a synopsis of the program. It is not meant to be an instruction manual on hand-starting and airplane and should not be used or attempted without training by a qualified instructor.)
1. Don't hand prop unless necessary
2. Always chock the main gear
3. Handle the throttle and magnetos yourself
All commands should be echoed back to the prop starter after compliance, with the exception of "Contact," which should be echoed immediately BEFORE turning the magnetos on.
Generations of pilots have proved beyond the shadow of a doubt that lift, weight, thrust and drag have nothing to do with an aircraft in flight. The four forces are best understood as dreams, reality, money and FAA.
Concept borrowed from an AOPA screen at a recent Air Safety Foundation safety seminar.