Fear and loathing in red lake.
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
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young grasshopper
- Rank 4
- Posts: 267
- Joined: Thu Oct 28, 2004 8:47 am
tofo...you keep posting that crap, and I'll keep pulling it. This is not the thread for it. You may want to actually READ the thread. Maybe you'll get it? Why is it, every time people try to have an intelligent conversation, you have to pop in with some piece of irrelevant crap that adds nothing, in any way to the issue?
stl,
Ok, the coffee's all worn off now...
In re-reading your earlier post and accepting it at face value, I realize I probably did fly off the handle. Sometimes it seems things are coming at you from so many sides, it becomes hard to distinguish friend from foe.
I accept and thank you for your complement and I apologize for biting your head off (I'll send you some duct tape - works for almost everything).
I did mean all the things about wishing equality on all sides, but I know, change is slow, and its not a battle on all fronts. Oops.
Cheers,
Snoopy
Ok, the coffee's all worn off now...
In re-reading your earlier post and accepting it at face value, I realize I probably did fly off the handle. Sometimes it seems things are coming at you from so many sides, it becomes hard to distinguish friend from foe.
I accept and thank you for your complement and I apologize for biting your head off (I'll send you some duct tape - works for almost everything).
I did mean all the things about wishing equality on all sides, but I know, change is slow, and its not a battle on all fronts. Oops.
Cheers,
Snoopy
“Never interrupt someone doing something you said couldn’t be done.” Amelia Earhart
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sky's the limit
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- Location: Now where's the starter button on this thing???
Snoopy,
Thank for that, a little duct tape and bailing wire go a long way in these matters.
I can only try to understand what it's like being a woman in this industry, but I've seen it up close and personal for a long time now, so perhaps I too was a bit quick on the response. For that I apologize.
Unfortunately there are still those who find it necessary to group people into gender, ethnic, and other definitions in all walks of life, not just flying. It's normally borne of ignorance, and it's not usually in a complimentary fashion unfortunately.
Anyway, I'm glad you're well enough to scrap after your landing, always a good sign...
stl
Thank for that, a little duct tape and bailing wire go a long way in these matters.
I can only try to understand what it's like being a woman in this industry, but I've seen it up close and personal for a long time now, so perhaps I too was a bit quick on the response. For that I apologize.
Unfortunately there are still those who find it necessary to group people into gender, ethnic, and other definitions in all walks of life, not just flying. It's normally borne of ignorance, and it's not usually in a complimentary fashion unfortunately.
Anyway, I'm glad you're well enough to scrap after your landing, always a good sign...
stl
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Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
This is the way Avcanada should work, when we missunderstand each other we communicate honestly......
Good on both of you Snoop and STL.....
N O W ...:::
If we could get CID and Twotter to hug and kiss and make up that would definately be something.
Good on both of you Snoop and STL.....
N O W ...:::
If we could get CID and Twotter to hug and kiss and make up that would definately be something.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
As many of you already know, on the morning of July 12 our aircraft suffered a catastrophic engine failure on the way to pick up our customers.
About 20 miles northwest of Red Lake, I had run into some low weather and was debating whether to land and wait a while, but when a deviation to the south found a clear path to my destination, I elected to continue. Less than five minutes later, and with no warning whatsoever, my left engine started running violently rough. So rough that that my immediate thought was to shut the engine down NOW!, and feather the prop - which I did, only the prop wouldn’t feather. A mere moment after I pressed the feather button, the prop came to an abrupt stop and the circuit breaker blew.
With my critical engine failed, the propeller stopped and max continuous power on my right engine, I was able to maintain 80 kts – barely, as I was forced into a 25 kt downwind situation in order to limp over to a suitable lake to the south.
I had no idea what had happened to cause the violent stoppage of my engine. Fortunately there was no fire, no oil leakage, and the only evidence of any damage to the engine was a bulge in the top cowling. I assumed I must have blown a cylinder, but I couldn’t fathom why the prop didn’t feather. The subsequent loss of performance was crippling.
The lake and the landing couldn’t have turned out better if I had planned it – I was able to carve around for an into-wind landing, while remaining over the shoreline in case the other one quit. Shortly after touchdown I realized there was a dock in front of me, and with the wind off my right quarter and my right engine running, docking was ideal.
As soon as I had the aircraft secure, I went to survey the damage before phoning my partner on our Iridium phone. I couldn’t believe my eyes. Never mind the top cylinder that had in fact tried to depart the engine, there was a big freaking hole in the crankcase! You will see from the pictures the pattern of cracks on the face of the crankcase, which dissipate in a clockwise direction (as seen from the pilot’s seat) – and consistent with the prop stoppage at the vertical, the worst damage occurred at the top of the engine. A piece had been flung from the propeller, through the nose of the aircraft and in the vicinity of the gas tank located there. Another piece had sliced through the inside of my left float – thankfully, above the water line.
All things considered, I felt pretty lucky to be safely tied up at a dock!
I phoned my partner on the sat phone: “Gerry, I’ve had a bit of a problem, but I’m safe and sound on a lake – you better bring some tools and an engine” “WHAT?!” (A few weeks earlier my partner had broken his left arm when the starter cord on our lawnmower recoiled, hitting his bone – he was now sporting a cast). He kept telling me to calm down and better describe the damage – surely I must be exaggerating. Finally I said – “Look, there is a big FREAKING hole in the front of the engine!” Fortunately one of the guests at the Canadian Fly-In Fishing camp where I had landed, donated a waterproof disposable camera so I was able to take several pictures of the damage, and a potential site for the engine change. I bagged up the loose bits I found inside the engine, and after CFF was kind enough to drop me in Red Lake after a camp check run, I handed the bag of parts to my partner: “Here’s what’s left of the engine!”
Gerry had already arranged for alternate transportation for our guests - Green Airways leaped to our assistance. A spare engine was available at the airport, and the overhaul facility offered it up under warranty (our engine only had roughly 250 hours).
On the afternoon of July 14 Green Airways again kindly provided our transportation, tools and all, to Knox Lake, which ultimately became our home for 11 days! My partner was amazing. Despite his unserviceable arm, brutal winds, heat and bugs, he came up with a plan to build a gin pole (just like in the good ol' days), hoist our old engine off, re-build our new engine and hang it.
Every step of the way though, it seemed there were obstacles to overcome: the chainsaw we borrowed from our neighbour gave us endless grief and on many occasions refused to operate. We spent a whole half-day tying and re-tying the aircraft against a wicked wind and waves from a very bad direction (nothing to tie off against as our whole right side and rear were facing out to sea). The delivery of our new engine by helicopter didn’t go as planned - our anticipated 10 minute delivery turned into a four hour project. Our propeller, which upon initial inspection, appeared to be undamaged by the incident, suffered some kind of internal slippage and didn’t pass the static tests – a loaner had to be flown in. Thankfully, Viking Outposts happened to be in Selkirk (where the loaner was) for maintenance and kindly offered to drop the prop off on their way home the next day – at no charge to us.
In the process of dismantling the old engine, Gerry discovered the counterweight for the engine (an approximately 15 pound weight that swings around the crankshaft), lying in the cavity for the #1 cylinder – most definitely NOT where it was supposed to be! Something failed inside the engine, causing the counterweight to try to depart the engine, and take the #1 and #2 cylinders with it. The sudden stoppage of the engine, and ultimately the massive force of the sudden prop stoppage, tore the front case of the engine, and caused hairline fractures in the crankshaft. Had the engine continued to run, the next thing to depart would have been the propeller.
Finally, after much ado, we were able to successfully run the engine, and perform a satisfactory test flight. On the eleventh day, Gerry and I were glad to arrive home, hot, tired and sore – just before dark.
Most of all, I personally am most grateful to my partner, who persevered in the face of many obstacles and got the job done – single-handed! We are very thankful for the kind assistance of Bob and Jack Green of Green Airways; Diane and Evelyn Manning, plus Noel Dumontier of Canadian Fly-In Fishing, Hugh and Enid Carlson of Viking Outposts – and Donny Graham (a local pilot who provided moral support and tried to air drop a package of cigarettes when my partner ran out) all of whom helped us immeasurably in our time of need.
Best Regards,
Kirsten Brazier
DaxAir Inc.
About 20 miles northwest of Red Lake, I had run into some low weather and was debating whether to land and wait a while, but when a deviation to the south found a clear path to my destination, I elected to continue. Less than five minutes later, and with no warning whatsoever, my left engine started running violently rough. So rough that that my immediate thought was to shut the engine down NOW!, and feather the prop - which I did, only the prop wouldn’t feather. A mere moment after I pressed the feather button, the prop came to an abrupt stop and the circuit breaker blew.
With my critical engine failed, the propeller stopped and max continuous power on my right engine, I was able to maintain 80 kts – barely, as I was forced into a 25 kt downwind situation in order to limp over to a suitable lake to the south.
I had no idea what had happened to cause the violent stoppage of my engine. Fortunately there was no fire, no oil leakage, and the only evidence of any damage to the engine was a bulge in the top cowling. I assumed I must have blown a cylinder, but I couldn’t fathom why the prop didn’t feather. The subsequent loss of performance was crippling.
The lake and the landing couldn’t have turned out better if I had planned it – I was able to carve around for an into-wind landing, while remaining over the shoreline in case the other one quit. Shortly after touchdown I realized there was a dock in front of me, and with the wind off my right quarter and my right engine running, docking was ideal.
As soon as I had the aircraft secure, I went to survey the damage before phoning my partner on our Iridium phone. I couldn’t believe my eyes. Never mind the top cylinder that had in fact tried to depart the engine, there was a big freaking hole in the crankcase! You will see from the pictures the pattern of cracks on the face of the crankcase, which dissipate in a clockwise direction (as seen from the pilot’s seat) – and consistent with the prop stoppage at the vertical, the worst damage occurred at the top of the engine. A piece had been flung from the propeller, through the nose of the aircraft and in the vicinity of the gas tank located there. Another piece had sliced through the inside of my left float – thankfully, above the water line.
All things considered, I felt pretty lucky to be safely tied up at a dock!
I phoned my partner on the sat phone: “Gerry, I’ve had a bit of a problem, but I’m safe and sound on a lake – you better bring some tools and an engine” “WHAT?!” (A few weeks earlier my partner had broken his left arm when the starter cord on our lawnmower recoiled, hitting his bone – he was now sporting a cast). He kept telling me to calm down and better describe the damage – surely I must be exaggerating. Finally I said – “Look, there is a big FREAKING hole in the front of the engine!” Fortunately one of the guests at the Canadian Fly-In Fishing camp where I had landed, donated a waterproof disposable camera so I was able to take several pictures of the damage, and a potential site for the engine change. I bagged up the loose bits I found inside the engine, and after CFF was kind enough to drop me in Red Lake after a camp check run, I handed the bag of parts to my partner: “Here’s what’s left of the engine!”
Gerry had already arranged for alternate transportation for our guests - Green Airways leaped to our assistance. A spare engine was available at the airport, and the overhaul facility offered it up under warranty (our engine only had roughly 250 hours).
On the afternoon of July 14 Green Airways again kindly provided our transportation, tools and all, to Knox Lake, which ultimately became our home for 11 days! My partner was amazing. Despite his unserviceable arm, brutal winds, heat and bugs, he came up with a plan to build a gin pole (just like in the good ol' days), hoist our old engine off, re-build our new engine and hang it.
Every step of the way though, it seemed there were obstacles to overcome: the chainsaw we borrowed from our neighbour gave us endless grief and on many occasions refused to operate. We spent a whole half-day tying and re-tying the aircraft against a wicked wind and waves from a very bad direction (nothing to tie off against as our whole right side and rear were facing out to sea). The delivery of our new engine by helicopter didn’t go as planned - our anticipated 10 minute delivery turned into a four hour project. Our propeller, which upon initial inspection, appeared to be undamaged by the incident, suffered some kind of internal slippage and didn’t pass the static tests – a loaner had to be flown in. Thankfully, Viking Outposts happened to be in Selkirk (where the loaner was) for maintenance and kindly offered to drop the prop off on their way home the next day – at no charge to us.
In the process of dismantling the old engine, Gerry discovered the counterweight for the engine (an approximately 15 pound weight that swings around the crankshaft), lying in the cavity for the #1 cylinder – most definitely NOT where it was supposed to be! Something failed inside the engine, causing the counterweight to try to depart the engine, and take the #1 and #2 cylinders with it. The sudden stoppage of the engine, and ultimately the massive force of the sudden prop stoppage, tore the front case of the engine, and caused hairline fractures in the crankshaft. Had the engine continued to run, the next thing to depart would have been the propeller.
Finally, after much ado, we were able to successfully run the engine, and perform a satisfactory test flight. On the eleventh day, Gerry and I were glad to arrive home, hot, tired and sore – just before dark.
Most of all, I personally am most grateful to my partner, who persevered in the face of many obstacles and got the job done – single-handed! We are very thankful for the kind assistance of Bob and Jack Green of Green Airways; Diane and Evelyn Manning, plus Noel Dumontier of Canadian Fly-In Fishing, Hugh and Enid Carlson of Viking Outposts – and Donny Graham (a local pilot who provided moral support and tried to air drop a package of cigarettes when my partner ran out) all of whom helped us immeasurably in our time of need.
Best Regards,
Kirsten Brazier
DaxAir Inc.
“Never interrupt someone doing something you said couldn’t be done.” Amelia Earhart
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twotterflogger
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wasYKnowFJ
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Siddley Hawker
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Cat Driver
- Top Poster
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Snoop....
I also have never seen one destruct like that..
.....It ain't worth chit now so mount the fu.ker on a pedestal at your base as a reminder of that moment in your career.
By the way do you clank when you walk??? ( horseshoes )
You did good girl!!!
I also have never seen one destruct like that..
.....It ain't worth chit now so mount the fu.ker on a pedestal at your base as a reminder of that moment in your career.
By the way do you clank when you walk??? ( horseshoes )
You did good girl!!!
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
wow have to say I have'nt seen a baby pratt self destruct that way before.
the only comment I have for each picture is "holy shiiite"
thank you for the description of the incident. Definetly was no fun by the sounds (and the looks) of it.
spin
the only comment I have for each picture is "holy shiiite"
thank you for the description of the incident. Definetly was no fun by the sounds (and the looks) of it.
spin
"LIFE IS NOT A JOURNEY TO THE GRAVE WITH THE INTENTION OF ARRIVING
SAFELY IN A PRETTY AND WELL PRESERVED BODY, BUT RATHER TO SKID IN BROADSIDE, THOROUGHLY USED UP, TOTALLY WORN OUT, AND LOUDLY PROCLAIMING"
WOW... WHAT A RIDE
SAFELY IN A PRETTY AND WELL PRESERVED BODY, BUT RATHER TO SKID IN BROADSIDE, THOROUGHLY USED UP, TOTALLY WORN OUT, AND LOUDLY PROCLAIMING"
WOW... WHAT A RIDE
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just curious
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We have sent the counterweight to TSB to see if we can find a reason for the failure. We will post the reults when we get feedback.
There are indications of what may have happened but they will require expert analysis. The potential is a lack or loss of torque on the attachment of the counterweight to its arm or a stress riser which caused the weight to fail directly through the centre of its attachment hole.
Regards
carholme
There are indications of what may have happened but they will require expert analysis. The potential is a lack or loss of torque on the attachment of the counterweight to its arm or a stress riser which caused the weight to fail directly through the centre of its attachment hole.
Regards
carholme
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Bob A. Booey
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- Location: Twisted Steel and Sex Appeal dipped in a fun candy shell of volumptuicity.
It's 2007 and there are still people out there with the ability to improvise and get it done in far from ideal conditions. That's amazing...just...wow.
This deserves more attention, its amazing what you guys do up there to get the job done. Not sure I have the right to call myself an aviator after reading all of this.
This deserves more attention, its amazing what you guys do up there to get the job done. Not sure I have the right to call myself an aviator after reading all of this.
NO EXCUSES.
