Flying in torrential downpours
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Nope, the Tuppaware is fine actually. The leading edge of the prop tips gets a bit of errosion, its a urethane wearing edge that is replaceable, so if you were in true IMC rain, you would be wise to reduce RPM by 15-20% but thats not my kind of wet weather fun. I have found a good shower of rain and spending 10 minutes plus in it really cleans the plane up, bugs gone, dirt and dust all rinsed out of all the hard to get to places!
I think it was VH-XXX who once suggested that to wash your plane, apply a suitable spray coat of truck wash, and go fly in some decent rain showers!
Have not tried the detergent & rain combo yet, but I bet its quicker than rain alone!
J
I think it was VH-XXX who once suggested that to wash your plane, apply a suitable spray coat of truck wash, and go fly in some decent rain showers!
Have not tried the detergent & rain combo yet, but I bet its quicker than rain alone!
J
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The disscusion here is leaning towards what effects rain has on engines & props, if any. What if we went one step further in the process of liquid turning to a solid? IE: ice! Now that can ruin yr day seeing as we are most likely flying in IMC to get the sort of intense O2 quantities where chatting about here that may cause problems.
Ice as we all know is a nasty that nobody wants, other than in perhaps a drink !
F
Ice as we all know is a nasty that nobody wants, other than in perhaps a drink !
F
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Well we all know that a Chieftain doesn't fly in snow either...
I have a carbon fibre prop. Thus far I have received nil damage in the rain, but that being said I am yet to experience a 'terrential' downpour.
Something to be very careful of is super-cooling your aircraft up high, say even 6k - 8k+ then descending through some 'moisture' otherwise known as cloud. I was surprised at how quick it built up on me.
I have a carbon fibre prop. Thus far I have received nil damage in the rain, but that being said I am yet to experience a 'terrential' downpour.
Something to be very careful of is super-cooling your aircraft up high, say even 6k - 8k+ then descending through some 'moisture' otherwise known as cloud. I was surprised at how quick it built up on me.
Man Bilong Balus long PNG
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I had a few experiences similar to that which Chuckles alluded to back on page 1.
Tracking 'coastal' from Port Moresby down to Kerema on several occasions I found myself flying through steady rain and even at only 80kts at times the visibility was not too good because of the rain. However,there were no problems with the engines at all.
The only problem was one time when just short of Kerema when the rain became so heavy that I suddenly found myself effectively IMC!
And at an altitude equivalent to the tops of the coconut palms it was somewhat unsettling!
Climbing turn to seaward commenced very quickly.
Tracking 'coastal' from Port Moresby down to Kerema on several occasions I found myself flying through steady rain and even at only 80kts at times the visibility was not too good because of the rain. However,there were no problems with the engines at all.
The only problem was one time when just short of Kerema when the rain became so heavy that I suddenly found myself effectively IMC!
And at an altitude equivalent to the tops of the coconut palms it was somewhat unsettling!
Climbing turn to seaward commenced very quickly.
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PA31 RH Alternator - states in POH that the RH alternator load must be reduced to below 40 amps where flying through heavy rain.
Magnetos - in some aircraft there is an air hose line into the mag, for cooling, flight in heavy rain could cause the noise to stop.
Magnetos - in some aircraft there is an air hose line into the mag, for cooling, flight in heavy rain could cause the noise to stop.
Well we all know that a Chieftain doesn't fly in snow either...
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thread drift re Peter Norville
that aero club history would make a good script for Days of Our Lives or something equally intriguing as daytime television for bored housewives...
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Capt Wally,
If one engine in a twin shuts down due to torrential rainfall, I suspect the second is very close to failing. With the same environment factors and identical engines why would you have any confidence in the other engine?
W
If one engine in a twin shuts down due to torrential rainfall, I suspect the second is very close to failing. With the same environment factors and identical engines why would you have any confidence in the other engine?
W
Thread Starter
OK, time for some commentary!
I only posed the question because, sitting in a motel room in Longreach on Monday wondering whether or not I should do battle with the feral low pressure system that has been drowning much of Qld, I had time to think about it. The most recent time I have found myself flying in a torrential tropical downpour, I blundered into it on approach to YBTL and thought "What the ....?" as I flew the ILS almost to the minima. The IO520 in the FTDK didn't miss a beat on that occassion.
CC and I have had a deep and meaningful Skype discussion on this. Here's what we reckon!
With the Continental IO520 as installed in the FTDK turning 2300 rpm, there is probably not much water getting past the prop disk anyway. This is evidenced by the lack of water blasting effect on the nose of a SE aeroplane compared to the nose of a twin, and versus the prop and the leading edges of the wing/tailplane/rudder.
Provided the air filter is in good condition - should be OK.
The IO520 does not have a belt driven alternator - so that's not an issue.
The magnetos are behind the engine baffles, so are largely shielded from water entry. Although there is a pipe that feeds cooling air to the area behind the baffles, the magnetos are pretty well sealed from the effects of water.
What water that does enter the engine compartment is likely to be vapourised by the significant heat being produced by the engine at cruise power setting, and water and water vapour will exit the engine compartment via the grills and cowl flaps.
So flying in a torrential downpour is probably not a significant issue in relation to risk of the noise stopping - at least for the FTDK and similar setup SE aircraft - but the noise of the heavy rain on the windscreen is a bit scary!
That said, I think I will stay on the ground until that feral LOW buggers off!
Dr
I only posed the question because, sitting in a motel room in Longreach on Monday wondering whether or not I should do battle with the feral low pressure system that has been drowning much of Qld, I had time to think about it. The most recent time I have found myself flying in a torrential tropical downpour, I blundered into it on approach to YBTL and thought "What the ....?" as I flew the ILS almost to the minima. The IO520 in the FTDK didn't miss a beat on that occassion.
CC and I have had a deep and meaningful Skype discussion on this. Here's what we reckon!
With the Continental IO520 as installed in the FTDK turning 2300 rpm, there is probably not much water getting past the prop disk anyway. This is evidenced by the lack of water blasting effect on the nose of a SE aeroplane compared to the nose of a twin, and versus the prop and the leading edges of the wing/tailplane/rudder.
Provided the air filter is in good condition - should be OK.
The IO520 does not have a belt driven alternator - so that's not an issue.
The magnetos are behind the engine baffles, so are largely shielded from water entry. Although there is a pipe that feeds cooling air to the area behind the baffles, the magnetos are pretty well sealed from the effects of water.
What water that does enter the engine compartment is likely to be vapourised by the significant heat being produced by the engine at cruise power setting, and water and water vapour will exit the engine compartment via the grills and cowl flaps.
So flying in a torrential downpour is probably not a significant issue in relation to risk of the noise stopping - at least for the FTDK and similar setup SE aircraft - but the noise of the heavy rain on the windscreen is a bit scary!
That said, I think I will stay on the ground until that feral LOW buggers off!
Dr
Last edited by ForkTailedDrKiller; 15th Feb 2008 at 04:38.
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........yeah Dr yr last sentence is the best advice for all in those condtions.
.........yeah Werbil my old Fo couldn't agree with you more there on yr statement. But with a twin eng that has suffered some loss/failure due to perhaps inclement wx as being discussed here does allow you options, albiet limited/briefly. In a SE with the same above the ONLY option is down/ instantly !
As usual it's like Holden V Ford,(as in SE V twin) there will always be differences of opinionsLatter in life as a pilot we have 'choice', too bad for the youngins', they gotta do SE stuff in scarey condtions.Oh to be old, I knew there where benifits, that excludes you Dr, yr obviously still young at heart
CW
..........yeah Werbil my old Fo
couldn't agree with you more there on yr statement. But with a twin eng that has suffered some loss/failure due to perhaps inclement wx as being discussed here does allow you options, albiet limited/briefly. In a SE with the same above the ONLY option is down/ instantly !As usual it's like Holden V Ford,(as in SE V twin) there will always be differences of opinions
Latter in life as a pilot we have 'choice', too bad for the youngins', they gotta do SE stuff in scarey condtions.Oh to be old, I knew there where benifits, that excludes you Dr, yr obviously still young at heartCW
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DR
"The IO520 does not have a belt driven alternator - so that's not an issue."
Actually the IO520 that powers the 200 series the alternator is belt driven. However it is right at the back of the engine and would be the very last thing to get a bit of water spray on it if it even did!
"The IO520 does not have a belt driven alternator - so that's not an issue."
Actually the IO520 that powers the 200 series the alternator is belt driven. However it is right at the back of the engine and would be the very last thing to get a bit of water spray on it if it even did!
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That may be true, but the IO520 can and in the Beech installations I have seen its direct drive of the front of the engine.
IP00 enclosure too I might add, so not exactly waterproof! ANd right in the front!
J
That may be true, but the IO520 can and in the Beech installations I have seen its direct drive of the front of the engine.
IP00 enclosure too I might add, so not exactly waterproof! ANd right in the front!
J
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Jaba, I am aware that the alternator is gear driven and on the front right hand side of the IO520 that powers the Beech. Ive got many hours on a bonanza and baron.
