Scudrunners

The "don't leave anything out" style of teaching

Not sure we can hang that one on experience.

Generally, more experienced people know
what's important, and what isn't.  My father
once said to me over 40 years ago, "I'll teach
you to fly.  Someone else can teach you the
chickenshit".

I think the "don't leave it out" comes from
fear of Transport, and a lack of confidence
and knowledge of the subject matter.

I agree that what you choose to leave out
(and not distract the student with) is crucial.

There are very few radial engines in use these days, so ignorance of how to operate them is to be expected.

In the over nine thousand hours I operated large radial engines I always counted blades with the mags off and with the mixtures in idle cut off.

I have had several hydraulic locks and the starter clutch always worked....

I never wrecked an engine because the mags were on during the pre start sequence.

a problem with long instruction

Overly detailed and lengthy instruction is
indeed a horrible problem in the flight training
industry. 

It reflects a terrible lack of focus (and thus
knowledge) of what is important, and what
isn't.

Once again, an inability to correctly prioritize
rears it's ugly head.  Not the first time pilots
have had a problem with this.

Colonel wrote: Mon Jun 29, 2015 1:13 pm This is certainly applicable to the Ranger and
Gypsy inverted inline engines, where every
cylinder is a "bottom jug"!

Might not be able to find a GIPSY(Brits get touchy if you spell it with two Y's) operating pilot who has experienced a lock due to oil. Why? The cylinders extend up into the crankcase above the oil level. On the other hand, a fuel lock is the threat if the fuel used for priming can't drain because congealed dripping oil blocked up the drain. Good design from long ago which in which the big threat is the fuel lock.

http://www.weakforcepress.com/CDs/dHGip ... y%20LD.jpg

https://forums.flyer.co.uk/viewtopic.php?f=1&t=66559

Fascinating! Thank you for that systems information. I doubt I will ever fly a Gipsy engine
ever again, but aviation is strange that way.

PS Sorry about the Y not I (eye) in Gipsy. Like Elon Musk, I have become thoroughly Americanized
(with a Zee) but unlike Elon I don't get to bang Amber Heard, which is a pity, because The Donald
says that the crazy ones are awesome in the sack, which is quite possibly an impeachable offense,
I am told. They tried to impeach him for banging a porn star 10 years before he got elected, which
I thought was more than a little hypocritical because JFK banged Norma Jean while he was in office.

Legend has it that Jack and Bobby used to tag team her. Like Clinton getting a blow job from a 12
year old girl on Pedo Island, I'm sure the FBI has video that we will never see.

The Kinner in the Finch occasionally will lock. Only way to clear is to pull a plug and pull it through. The operating instructions warn against clearing by turning it backwards. Usually after sitting for several weeks the normal clearing will produce a nice black puddle on the 5th blade.

Never had a gypsy do it yet but I think fuel is more a problem for the gypsy as it takes a lot of prime and all cylinders are inverted.

The hydraulic lock and greased rockers are part of any checkout in the plane and are heavily emphasized. Most pilots get it quickly but its reemphasized every spring.

The bottom jugs in the Kinner in the PT-22 Ryan would fill up with an amazing pool of oil.

Even after pulling the props through on radials, I quickly learned to start them in front of
other people's hangars, because of the incredible oil stains they would leave behind on the
asphalt. Harvard and Beech 18 made a horrible mess.

That's just what BAD PEOPLE do, I guess.

The Ryan had no primer, which was annoying. From reading an old World War One book, I learned
to prime the top cylinders via the zoomie exhaust stacks. When you pull the prop through, the fuel
would enter the cylinders when the exhaust valves opened.

More BAD PEOPLE tricks.

Free advice: don't baby the PT-22 Ryan on the entry speed for a loop, esp at the surface. It runs out
of airspeed, and you will do the prettiest inverted spin entry, over the top.

Ask any TC Inspector what to do, then.

Starting a radial engine, it's mags off until
it spins a while on the starter, then mags on.

I count the number of blades that go past to determine that all the cylinders have been checked for hydraulic lock.



By the way Colonel, while you are reading this which do you prefer?

Do you like injected or blown?