Jump to content

Al Downs

Members
  • Posts

    592
  • Joined

  • Last visited

  • Days Won

    7

About Al Downs

  • Birthday 04/30/1946

Profile Information

  • Location
    Oak Creek Wisconsin
  • Gender
    Male

Recent Profile Visitors

7,340 profile views

Al Downs's Achievements

Newbie

Newbie (1/14)

  • Week One Done
  • One Month Later
  • One Year In

Recent Badges

  1. just saw this. If I get a chance I will take them to the bank
  2. I just added a wifi outlet. You need to have internet access
  3. Did you know there is a special charger for the batteries in our ct's? I don't know what is so special but I have one and am not using it. $50 if you would like it.
  4. I saw that one but for a little more I could get a new one or a F2
  5. I am not sure why I am getting these messages, I am looking to buy, not sell. I believe the one at the top of this thread was sold quite a while ago.
  6. If you are thinking about selling, please contact me.
  7. Please remember that the cable usually fails as a result of the connection at the end of the cable being stiff and not swiveling properly. This can be checked by using your fingers and turning it slightly back and forth. The real damage is that the cable gets work hardened and you can't see that. It is a cheap thing to do, so in my opinion it should be done every couple hundred hours. When replacing the cables, there is a torque setting, make sure you use it. While a broken cable can be survived, trying to prevent it is cheap and easy. Off airport landings usually not something you want to happen.
  8. You still have use of both carbs at high throttle settings. There is no problem at cruise, just when going to low throttle as in landing. At this point you have one carb at high throttle and one at low throttle. It shakes like a paint shaker because it is unbalanced. The only fix is to shut the engine off and glide to the runway.
  9. I promised to fill you in on this accident and here it is. I will describe her flight and then follow with the results. A student solo cross country. She went to her first airport and described it as a perfect flight. At her second airport while slowing down and getting into the landing pattern, the plane began to shake and she couldn't slow it down. The first attempt was aborted because there was a coyote on the runway. The next two attempts were aborted because she could not slow the plane down and it was shaking. Then she decided to proceed to her home base. The plane was performing fine from there to home base about 20 miles away. Arriving at home base she described the same results and made three attempts at landing and then crashed. First 3 attempts at second airport on 4300 strip. Departure end has open fields. Home base, one runway 6574 feet and 4422 on the runway she chose to use. Both plenty long but no place to land after the end of any runways. 9,990 foot runway 11 miles north at another airport. Towered airport so there is help available. While in the pattern another pilot in the pattern radioed her and suggested she take the longer runway and then the crash happened. Pilot safe and only had 3 stiches to her leg. In the hospital that night she told me that on the last attempted go around, at about 150 feet, she raised the flaps. We know that is not good. In my opinion, in her situation she did everything perfect. Only based on the final result being that she is alive and uninjured. While this is what she did, I would not recommend what she did to anyone, I doubt the results would be the same. She is our local miracle. We can all sit safe on the ground and talk about what we would have done or what she should have done. The reality is that our brains all work differently and in a moment of terror that I imagine she was in, we don't really know how we will react. We talk, we train and simulate these situations but there are many things that affect how we ultimately react. Of course as pilots we like to think we will do the right thing but there is no guarantee. There were many choices that could have been made other than the ones that she chose. First thing is to know your airplane. Why wouldn't the plane slow down and why was it shaking? Stop reading here and give yourself a moment to think about what was going on. In our CT's we have dual carbs. If one of the throttle cables should break, that carb will go to full power. Everything will appear fine at high throttle but when reducing power you will have an unbalanced carb situation, one carb high power and one low power. This is what causes the shaking and inability to slow down for a landing. In this case the left throttle cable broke. Here are some choices that could have been made. There may be more. At the second airport you could have chosen to use the runway with clear departure end so if you over run, it was empty fields. You could have done a dead-stick landing. Is everyone sure what this means? Will your brain allow you to react properly? Sometimes your brain will not accept the fact that you must use the key and turn the engine off. You could pull the chute but even then you need to be turn off the key and be at a sufficient altitude. True dead-stick landings are not usually practiced so it is only discussed. In the case of students, I believe a special effort must be make that the student absolutely understands and is willing to turn the key off if needed. Not understanding why the plane is reacting the way it was is another area of concern. In this type of situation would you stay at an airport and try to resolve the situation or decide to travel 20 miles to your home base? When deciding to leave this airport and still having the problem, would you head to your home base or detour to an airport with a runway that is twice as long and has help available. When arriving at home base, would it have been wiser to use the longer runway? Any of the available runways would be fine if you do a dead-stick landing. I believe what brought her down was brining flaps up at 150 feet on the go around attempt. Who can say, she is alive and uninjured. So what happened to the throttle cable? Are you familiar with how this can happen? The cable breaks between where it comes out of the housing and attaches to the lever on the carb. It attaches to the carb thru a pin and is locked down by tightening this connection. Do you know that there is a specific torque for that connection? If that connection is too tight by over torqueing or dirt or corrosion, it will not swivel. It must swivel. If it does not swivel, each time you move the throttle it will bend slightly and over time it will work harden and eventually break. In a flight school situation the throttle cable gets much more use than most of you will put yours thru in the life of the airplane so you may never experience this. The cost of replacing the cables is minimal. To replace both cables with parts and labor should only be about $100. You may want to consider this as a routine maintenance item. This is the second one we have had break in 11 years. The first was 10 years ago, in the pattern and with an instructor on board. I post this here not as a debatable subject, but something to think about and review your emergency procedures. If you do your own maintenance and even if you have a certified mechanic work on your plane, make sure everyone is familiar with how things like this can happen.
  10. I have one left. $200 including shipping. If you would like it you can send payment to Al Downs 10121 S 8th Ave Oak Creek WI 53154. Check is fine. Also send me you shipping info. and I will send it right out.
  11. I will check with E Prop and let you know
  12. Maybe someone else is thinking about getting one. How long did it take from the time you ordered until you get it?
  13. No longer have the plane it was ordered for
  14. Still trying to find a reasonable source of plexiglass material. As soon as that happens I will post that they are available.
×
×
  • Create New...