Tailwheel and 145 Input
Posted: Sat Dec 12, 2009 6:51 pm
'While new to the forum, and a new 24 owner, I'd like to offer a couple of views.
On the tailwheel issues,I think going to the Scott/Alaska Bushwheel is a really good idea. From past involvement with other antique a/c, there is a desire to stay with original equipment, but when it comes to a/c safety I personally draw the line. I have spoken with an extremely experienced antique a/c aviator who flew the plane I bought 15 years ago, and he whole heartedly agrees that the shimmy problems with the original wheel were too great a risk to the aircraft, and he endorses strongly the change to the more modern unit.
Secondly, I must share someting that could save lives. Recently, I had an inflight failure of my Warner 145. Fortunately, it was over flat farm country, and a freshly harvested soybean field was an excellent landing site. Someone else might not be so lucky.
I have removed the engine and, with difficulty, two cylinders. All the cylinders were "belled-out" when the #5 piston apparently self-destructed. Conn rod is there with wrist pin attached, nothing else. There are pea-gravel sized aluminum chunks throughout the engine. The chunks got caught between conn rods and cylinder skirts (this engine is quite tight in the case). The amount of damage is amazing.
There are issues with some after-market pistons, I do not know if that was involved here.
Investigation, and discussion with the experts, reveals that while the bottom end of this engine is pretty robust, the top not so much. It seems a REALLY good idea to top o'haul this engine at 300-350 hour intervals. Not only for the obvious safety reasons, but you might avoid having your engine destroyed to the point it is not going to be useful again. Not many of these out there.
I realize that many may know this, but maybe some do not. If this had not happened to me in as an area as conducive to a forced landing, the outcome might not have been as fortunate. So, in the interest of flight safety, I pass this along. It is hard to know all the details important in the operation of old aircraft, where the pitfalls may lie.
Merry Christmas to all.'
On the tailwheel issues,I think going to the Scott/Alaska Bushwheel is a really good idea. From past involvement with other antique a/c, there is a desire to stay with original equipment, but when it comes to a/c safety I personally draw the line. I have spoken with an extremely experienced antique a/c aviator who flew the plane I bought 15 years ago, and he whole heartedly agrees that the shimmy problems with the original wheel were too great a risk to the aircraft, and he endorses strongly the change to the more modern unit.
Secondly, I must share someting that could save lives. Recently, I had an inflight failure of my Warner 145. Fortunately, it was over flat farm country, and a freshly harvested soybean field was an excellent landing site. Someone else might not be so lucky.
I have removed the engine and, with difficulty, two cylinders. All the cylinders were "belled-out" when the #5 piston apparently self-destructed. Conn rod is there with wrist pin attached, nothing else. There are pea-gravel sized aluminum chunks throughout the engine. The chunks got caught between conn rods and cylinder skirts (this engine is quite tight in the case). The amount of damage is amazing.
There are issues with some after-market pistons, I do not know if that was involved here.
Investigation, and discussion with the experts, reveals that while the bottom end of this engine is pretty robust, the top not so much. It seems a REALLY good idea to top o'haul this engine at 300-350 hour intervals. Not only for the obvious safety reasons, but you might avoid having your engine destroyed to the point it is not going to be useful again. Not many of these out there.
I realize that many may know this, but maybe some do not. If this had not happened to me in as an area as conducive to a forced landing, the outcome might not have been as fortunate. So, in the interest of flight safety, I pass this along. It is hard to know all the details important in the operation of old aircraft, where the pitfalls may lie.
Merry Christmas to all.'