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Chris Vernon-Jarvis - Apr 04,2004
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Yesterday was first flight of the season. Nervous was not the word. I checked every thing twice, oil, coolant, controls. Taxi out was reassuringly normal. If you are out of practice everything happens far too fast, it seemed like ten seconds later I was climbing out of the circuit on downwind heading for my normal practice area over the lake. Level with the end of the runway I noticed the coolant temp. was getting up there, 190 and rising. Well I have changed the system so parameters may be different.<br /><br />15 seconds later the temperature was 220 and still rising. Before I could take that in it was 240. I throttled right back and started a 180 for the airfield. I've always wodered how I would react:<br /><br />'Steely eyed he squinted into the sun, rapidly computing his chances. He went through the emergency actions in a rapid fire sequence, checks, switches radio calls, his well trained mind cool and calculating.'<br /><br />Well actually my mind went completely blank, it was all I could do to watch the temp gauge and aim for the runway. 'Er.....Er this is Hotel Golf, I've got a coolant problem, making a straight in for two four, no Zero Six, glider on downwind can you land long?' The temperature gauge was up to 250, I chopped the switches, maybe I could get it down a bit. The vibration went away immediately, I guessed the prop had stopped. Finally I trimmed for best glide. <br /><br />Thirty seconds later I worked out I might not clear the trees. God why does she glide like a brick? I decided to chance the engine, switches on, starter. She fired and I got three thousand revs for ten seconds, I'd clear the trees, switches off again. Once past the trees I pushed insome flap, ten degrees, trim, Twenty dgrees, trim and we're arriving at the threshold. It wasn't a great landing, I didn't qualify as steely eyed cool, more kind of mindless, hot and clammy. I was rolling down the runway wondering what I should do next, I thought I'd better pull off before I had to be pushed off. The Blanik swished past my port wing and touched down fifty yards ahead, I had completely forgotten about them.<br /><br />I sat in the silence for a minute before I got out to check the engine. I couldn't find a leak anywhere. I was about to give up when I realised the header cap was missing, Damn, was I stupid, I had checked the coolant three times and then left the cap off, there it was lodged between the manifold and the electrical box.<br /><br />Today I bought some more anti freeze and filled up the system. Climb out was just the same but I was sure to stay close to the field until the temperature stabilised. I watched it like a hawk, 150, 160, 170, 180, 193 climbing at full power, that's 20 degrees higher than it used to be but probably no bad thing. I levelled off and pulled back to 5,000revs. The cylinder head temperature dropped to 170. Nervously I circled a couple of miles off the of the runway until I was comfortable. I came home and did a couple of circuits. Not good ones, It's going to take a bit of work to get back on top, still it's a couple of months earlier this year than last year.<br /><br /><br /><br /><br /><br />
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Jeff Arnold - Apr 04,2004
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Chris, welcome back to the friendly skies.<br /><br />Your experience brings to mind the words 'That which does not destroy me makes me stronger'<br /><br />Thanks for sharing.
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Dan Nickens - Apr 04,2004
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Your aborted flight was clearly “successful”, Chris, in that you the pilot and airplane were still suitable for flight another day. If you had to continue to use the engine, however, I’m told by Rotax representatives that the cylinder head cooling is only required for high power operations. At lower power settings the engine should continue to operate normally without any coolant. My operator’s manual shows a maximum operating temperature of 300 degrees F at the point of measurement (the hottest part of the cylinder). Most engine manuals indicate that metal failure is unlikely for aluminum components below 460 degrees F.<br /><br />Thanks for sharing your experience. It will help keep me vigilant for my next flight.<br />
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Don Bosco - Apr 05,2004
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Chris,<br /><br />Thanks for sharing your vivid experience. I am currently flying a 172 in the Pompano Beach FL area as my Searey 83007 will not be ready, I figure, until July or August. I know there will be differences between the two planes; weight, flight controls (yoke vs stick) but I want to try to keep proficient so the transitional stage will not be too difficult.<br /><br />I have only flown the company plane with Tim Setter, the instructor, for 1.8 hours. It was fun but I have much to learn.<br /><br />Well, Sun and Fun will be here soon and another chance to meet more owners and hear other interesting experiences that I can learn from.<br /><br />Thanks for sharing. Glad to hear things are going well.<br /><br />
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Bret Smith - Apr 06,2004
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Good job Chris. very good job.
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Paul Friddell - Apr 06,2004
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As for electric fuel pumps and bilge pumps, I added tattle-tale amber lights on the panel to indicate that either of these pumps are on. Remember too, that header tank caps, like exhaust springs, will probably pass through the propeller arc if they depart in flight --- Ouch!
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Bert Lougheed - Apr 06,2004
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Bert Lougheed - April 6 Just read about your thrilling opening of the season, Chris. Good job! When you can walk away and use the airplane again you have done well. I fly gliders too and always try to convince myself that when that happens to me I will just say, 'Oh Sh...' 'now I'm in the glider'. However, time will tell whether or not I have the discipline.
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