orionflt

Slick briefed us on this at our last IA seminar in Nov, sounds like they are going the extra step to get them fixed. they were very up front on the whole issue. Brian

I didn't see a chute

seagull or similar, my Young Eagle did not know anything had happened until we were back on the ground, the ground crew only knew there was an incident and I asked for the pattern. they thought my passenger may have gotten sick.

Caught my attention, a couple of inches up or down could have been bad, up obviously the windscreen, down the intake or oil cooler. thankfully my overworked guardian angle was there.

no changes to power and handling, I did take precautions and did not apply any power and eventuated the flight characteristics before landing. everyone cleared the pattern for me when I landed to give me the ability to abort my landing if necessary. It truly was a non event considering the possibilities and I was over a private strip if I needed a place to land immediately. Brian

already filed the FAA report, I have samples but have not sent them out yet. the bird pushed the cowl back about 1/2 inch, it did some damage to the Lasar mod by pushing it into the starter and the ring gear. as for the prop strike requirements, I haven't researched enough to see if this meets the requirements. the bird initially impacted the spinner and there was blood on the inboard section of one of the propeller blade. there was no visible damage to the spinner, but i have not removed it yet. I really thought the bird had bounced off the lower wing so I was surprised to see the damage on the cowl. May be time for the new @Sabremech cowl I will let you know what the final damage list is but I'm not expecting much more then what I listed. Brian

I was up flying Young Eagles today when a suicidal bird jumped out in front of me. He went thru the prop and into the front cowl above the intake. I never saw him until he flashed by and I heard a thud. Both were simultaneous so I wasn’t sure where he hit. I thought maybe the inboard wing but couldn’t see any damage. Once I landed we figured out where he hit. He pushed the cowl back about 1/2 inch.

Actually the reduced flow was the only issue, the governor did not have enough flow to compensate for the sudden demand put on it. Engine and governor were sent out intact so they could be examined to determine what the failure was. Continental wanted to know what the issue was in case it was not an isolated incident.

Except at Burger King you can have it your way..... Bendix King.... well lets say they show you previews of whats on the menu but you will never know if it's going to be served.

Be careful flying it like that, It may seem to be controlling the prop in "normal situations" but it may not be able to handle emergency situations. I had a Lancair that someone left a shipping gasket in place on the prop gov when it was installed, everything worked fine for a couple hundred hours until the new owner was doing training and the instructor had him do an emergency decent. the sudden load change was more then the gov could handle with the partial restriction from the shipping gasket. the prop overspeed to a max of 3510 RPM. the whole incident from initial overspeed until RPM recovery was just under 10 sec, in that 10 sec 2 prop bolts were sheared and the rest stretched. thankfully the instructor didn't let the owner reapply any power or adjust the prop except to pull back what little power they had set when the landed. on the ground you could rock the prop on the hub, the prop was toast and the engine required a complete overhaul with a crank and cam replacement. thankfully everyone walked away unhurt. Brian

what was your true airspeed?

FAA has it for the approval process, shouldn't be too long since it is the same technology as the wing tip mounted version that is already approved. Brian

with out seeing pics of the surrounding area, the lack of impact marks and the twist of the plane make me think he came down in a flat spin. definitely curious what happened. sending prayers to the families and friends.

what is the oil level you normally keep it at, most 360's like to be around 6 quarts. between 6-7 they will spit it out slowly over time and between 7-8 it usually only takes 1 flight to drop a quart. Brian

my first thought when i looked at the video was power back level the aircraft, but if he didn't recognize what was going on fast enough....... as we saw in the video he was unrecoverable in a few seconds. when I was doing my twin training, my instructor cut the fuel to one of my engines as i started my takeoff roll. I knew I lost an engine, I knew what my procedures were, but I still almost ended up in the grass due to a slow reaction time. my brain was processing what was happening instead of reacting to it. that was just one more thing to reinforce the need to practice emergencies and train yourself to react to the situation and control the airplane.

I just ordered the PS engineering 450B, I looked at several different ones but I'm upgrading from a KMA20 and a softcomm intercom, so there is no easy upgrade path for me. Brian

@LANCECASPER I'll counter for you, how does $130 sound @EZFLYER and he will throw in the shipping!

I was just in GA doing a prebuy, the owner of the plane was on a airpark and had built a pole barn for his hangar. the building code there would not let him put in a hangar but a big barn was fine....politics! it was roughly 50X60 50 being wide and probably 30 ft tall with a bifold door installed on it, he said the pole barn construction was actually cheaper then a standard hanger. I personally thought it looked nicer then 95% of the hangars i have seen. he had 2 planes in there, a baron and a Mooney, also 2 cars lawn equipment. there was also a bathroom with provisioning for a shower, a couple of lofts and a ton of other things being stored. he told me what it cost but i do not remember how much it was, i do remember him saying the biggest cost of the construction was the concrete floor. Brian

I'm hoping the weather cooperates so we can get a better turn out, last year there was a good number of people who didn't come because the weather was iffy for a longer flight. we have had people fly a couple of hours to join us in the past.

I have 2 from when my spinner got damaged. Brian

thats one of the first drain valves approved, i believe it was aeroquip but not sure. either way the design is the same.

there is an internal o ring, that is what is probably leaking those were the different numbers i gave you. the base gasket is a copper crush gasket.

here is the o ring for the aeroquip valve: Valve O-Ring, All Models MS28775-011

What is the o ring replacement number for the P5000? 2 each of AN6227B-6 and 1 each of AN6227B-7 are the replacement o-rings for the valve.