Another Blow to Airbus

On Aug 12, 12:16*pm, wrote:
a wrote:
With several thousand hours of SEL PIC, I can't remember once when
after leaving the ramp going back because the control excursions were
unusual. I have come back because RPM drop was not right, because VOR
tests showed failure, a DG that wasn't 'crisp'. etc etc. Have not yet
had the prop not cycle correctly. Did see someone in a 680 Commander
get out to take off a rudder clamp, that would have been found because
the excursions were not 'free'. That brings up an interesting topic
for aviators -- when and why did you last return to your tiedown
without taking off on a planned flight? Or, not left the tiedown or
hanger because the airplane was not, in your view, airworthy?

Two years ago right after annual; no carb heat.

Turned out to just be an air duct coming loose 'cause the clamp wasn't tight.

--
Jim Pennino

Remove .spam.sux to reply.

I used to fly a Mooney Ranger (Joe-bar retraction of the gear!) that
had normal aspiration -- not injected -- and had the carb heat cable
break during an approach in actual, with carb ice buildup. There was
no engine response when I tried to fly the miss, tried everything and
it turned out leaning the engine gave me enough power to limp to an
alternate. That was a big snow storm in the northeast, had I gone down
in the mountains of eastern PA I would not have been found until
spring. (VOR approach into an uncontrolled airport, then got to
Scranton for a full ILS that I was NOT going to miss!).

I wish the damn thing had broken during run-up. That airplane would
grow carb ice in the wink of an eye -- first indication was the CHT
gauge would start falling.