Does a Cessna 152 have an afterburner?

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
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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

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

OT: My understanding is that Reagan was "quoting" an old Russian proverb.

RK Henry wrote:
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.

I never really understood the reason behind that. If you kill the
engine with the mixture pulling the prop through will do nothing other
than close the impulse coupler and fire the mag. With no fuel present,
nothing will happen. However, if you kill the engine with the mag
switch (and have a busted P lead) the carb is still primed and the
engine could start and turn a few revolutions if said fool were to pull
the prop through. Granted the hot mag check only takes a moment, but if
the engine is shut down properly there shouldn't be any danger, correct?

I find that amateur verbs have a fresher and newer action.

Is there anything really new since 1880?



"Jim Logajan" wrote in message
.. .
| "Jim Macklin"
wrote:
| Agreed, better to test the switch, or as Ronald Reagan
said,
| "trust, but verify."
|
| OT: My understanding is that Reagan was "quoting" an old
Russian proverb.

Double safety. Idle cutoff valves can also leak, primers
can leak and they by-pass the carb in some engines.


"Kingfish" wrote in message
ups.com...
|
| RK Henry wrote:
| 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.
|
| I never really understood the reason behind that. If you
kill the
| engine with the mixture pulling the prop through will do
nothing other
| than close the impulse coupler and fire the mag. With no
fuel present,
| nothing will happen. However, if you kill the engine with
the mag
| switch (and have a busted P lead) the carb is still primed
and the
| engine could start and turn a few revolutions if said fool
were to pull
| the prop through. Granted the hot mag check only takes a
moment, but if
| the engine is shut down properly there shouldn't be any
danger, correct?
|

"Jim Macklin" wrote in message
news:8N9Zg.7653$XX2.5176@dukeread04...
Double safety. Idle cutoff valves can also leak, primers
can leak and they by-pass the carb in some engines.

FWIW, my 'hot start' procedure involved starting the engine with the mixture
at idle cut-off. There's enough fuel to get it running for at least a few
seconds. It keeps running as long as I hit the mixture quickly enough.

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

My hot start procedure is with a carb is to flood the engine
with the primer, mixture in cut-off [ICO] and throttle wide
open [WOT]. Crank it for not more than 30 seconds out of
any 2 minute period. If it has not started after three
attempts, let the starter motor cool for 30 minutes. Hot
start solved. It helps to open the cowling or at least the
oil filler door and parking into any wind, cowl flaps open.

On an injected engine, mixture in ICO and WOT, run the boost
pump until I hear the boost pump slow down when the vapor is
purged + 5 seconds. Set the throttle to an idle position
and start the engine, advancing the mixture to 1/2 open and
blip the boost pump as required.

Watch the starter time, they get hot and can melt the solder
that hold the windings in place and then they grow until
they seize. Motors do the same thing if they are
over-loaded and turning slowly.

Nice thing about the Bonanza, you can open the cowl and
expose he entire engine to cool. They have Hartwell
latches. Old Bonanzas have Dzus fasteners and you need a
tool, but can still be opened.


"Steve Foley" wrote in message
news:eT9Zg.3482$kG5.2123@trndny07...
| "Jim Macklin" wrote
in message
| news:8N9Zg.7653$XX2.5176@dukeread04...
| Double safety. Idle cutoff valves can also leak,
primers
| can leak and they by-pass the carb in some engines.
|
| FWIW, my 'hot start' procedure involved starting the
engine with the mixture
| at idle cut-off. There's enough fuel to get it running for
at least a few
| seconds. It keeps running as long as I hit the mixture
quickly enough.
|
|
|

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
|