Does a Cessna 152 have an afterburner?

You must have turned the key back on. It is a good practice
to check the P lead grounding on a regular basis by turning
the key off at IDLE to be sure the mags can be killed. Then
turn the key back on before the engine slow too much, no
harm will be done. There is an AD that requires just this
test, BTW.
Then shutdown with the mixture to clear the cylinders so it
is less likely to start accidentally is the P lead/switch is
disconnected.


"Ben Hallert" wrote in message
ups.com...
|I once (quite stupidly) shut off the engine using the
ignition instead
| of leaning it out (follow checklists, follow checklists).
The fuel
| rich situation resulted in a memorable (and visual)
backfire.
| Thankfully there was no apparent damage. That's as close
to
| afterburners in a 152 as I've seen.
|

Jim Macklin wrote:

There is an AD that requires just this
test, BTW.

My Bonanza V35B has such an AD. Every hundred hours, I have to test the
ignition by turning it quickly off and then back to both to verify the
p-lead is intact.

--
Peter

Just about all light aircraft since the AD is on the mag
switch.



"Peter R." wrote in message
...
| Jim Macklin wrote:
|
| There is an AD that requires just this
| test, BTW.
|
| My Bonanza V35B has such an AD. Every hundred hours, I
have to test the
| ignition by turning it quickly off and then back to both
to verify the
| p-lead is intact.
|
| --
| Peter

Jim Macklin wrote:

Just about all light aircraft since the AD is on the mag
switch.

The AD for my Bonanza is dated 1977. Are you saying that this ignition
problem exists for aircraft manufactured after that year?

--
Peter

It is a continuing problem. Mag switches wear out and the
engine will "fail safe" to a running condition when the
switch fails "open" circuit. The AD is so that the failed
mag switch will be detected before someone is killed.




"Peter R." wrote in message
...
| Jim Macklin wrote:
|
| Just about all light aircraft since the AD is on the mag
| switch.
|
| The AD for my Bonanza is dated 1977. Are you saying that
this ignition
| problem exists for aircraft manufactured after that year?
|
| --
| Peter

Peter R. wrote:
Jim Macklin wrote:

Just about all light aircraft since the AD is on the mag
switch.

The AD for my Bonanza is dated 1977. Are you saying that this ignition
problem exists for aircraft manufactured after that year?

--
Peter

Several Ignition switch ADs:
This one addresses burned start contacts in the switch:
http://www.airweb.faa.gov/Regulatory...F?OpenDocument

So does this one:
http://www.airweb.faa.gov/Regulatory...F?OpenDocument

This one applies to this discussion:
http://www.airweb.faa.gov/Regulatory...E?OpenDocument

Lots of these switches are in use. They could end up on newer
airplanes as replacement parts from older stock that hasn't been
checked by the seller. The ADs are listed under "Appliances" and that
section can be long and dry reading while doing an AD search for any
particular airplane. I have seen overlooked ADs on a lot of stuff
listed under that section.

Dan

wrote:

Several Ignition switch ADs:

Interesting. Thanks for that.

--
Peter

You can save a lot of time if every part replaced or
installed is listed by make, part number and serial number.
As the FAA gets everything on-line AD searches will become a
matter of automated database searches. But if you don't
keep good records you'll still need to open the hatches and
look at each part.

When buying a plane, open the hatches, the records may say
the AD was complied with, but an inspection often finds it
hasn't.


wrote in message
ups.com...
|
| Peter R. wrote:
| Jim Macklin
wrote:
|
| Just about all light aircraft since the AD is on the
mag
| switch.
|
| The AD for my Bonanza is dated 1977. Are you saying
that this ignition
| problem exists for aircraft manufactured after that
year?
|
| --
| Peter
|
| Several Ignition switch ADs:
| This one addresses burned start contacts in the switch:
|
http://www.airweb.faa.gov/Regulatory...F?OpenDocument
|
| So does this one:
|
http://www.airweb.faa.gov/Regulatory...F?OpenDocument
|
| This one applies to this discussion:
|
http://www.airweb.faa.gov/Regulatory...E?OpenDocument
|
| Lots of these switches are in use. They could end
up on newer
| airplanes as replacement parts from older stock that
hasn't been
| checked by the seller. The ADs are listed under
"Appliances" and that
| section can be long and dry reading while doing an AD
search for any
| particular airplane. I have seen overlooked ADs on a lot
of stuff
| listed under that section.
|
| Dan
|

On Mon, 16 Oct 2006 18:55:21 -0500, "Jim Macklin"
wrote:

You must have turned the key back on. It is a good practice
to check the P lead grounding on a regular basis by turning
the key off at IDLE to be sure the mags can be killed. Then
turn the key back on before the engine slow too much, no
harm will be done. There is an AD that requires just this
test, BTW.
Then shutdown with the mixture to clear the cylinders so it
is less likely to start accidentally is the P lead/switch is
disconnected.

That's what I was taught years ago in primary training: Test the mag
switch as part of EVERY shutdown. I still follow that routine.

You never know when some fool is going to be messing with the prop
while the airplane is parked.

RK Henry

Agreed, better to test the switch, or as Ronald Reagan said,
"trust, but verify."


--
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But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"RK Henry" wrote in message
news | On Mon, 16 Oct 2006 18:55:21 -0500, "Jim Macklin"
| wrote:
|
| You must have turned the key back on. It is a good
practice
| to check the P lead grounding on a regular basis by
turning
| the key off at IDLE to be sure the mags can be killed.
Then
| turn the key back on before the engine slow too much, no
| harm will be done. There is an AD that requires just
this
| test, BTW.
| Then shutdown with the mixture to clear the cylinders so
it
| is less likely to start accidentally is the P lead/switch
is
| disconnected.
|
| That's what I was taught years ago in primary training:
Test the mag
| switch as part of EVERY shutdown. I still follow that
routine.
|
| You never know when some fool is going to be messing with
the prop
| while the airplane is parked.
|
| RK Henry